REPUBLIC OF MAURITIUS

DEPARTMENT OF CIVIL AVIATION

Sir Seewoosagur Ramgoolam International Airport, Plaine Magnien

Mauritius Civil
Aviation Regulations

MCAR-PART-M

CONTINUING
AIRWORTHINESS
REQUIREMENTS
 DEPARTMENT OF CIVIL AVIATION
MCAR-PART-M

FOREWORD

Regulation 14 of the Civil Aviation Regulations 2007 as amended stipulates

the conditions necessary for a Certificate of Airworthiness to remain in force
i.e. to keep the aircraft in a state of continued airworthiness. This is ensured
by issuing a Certificate of Airworthiness to an aircraft and subjecting the
aircraft to annual airworthiness review.

MCAR-Part-M specifies certain technical requirements to be complied by

organisations and personnel involved in the maintenance of aircraft and
aeronautical products, parts and appliances in order to demonstrate the
capability and means of discharging the obligations and associated privileges
thereof. The MCAR-Part-M also ·specifies conditions of issuing, maintaining,
amending, suspending or revoking certificates attesting such compliance.

It is imperative that owners/ operators and lessors/ lessees are aware of their
responsibility and accountability of keeping the aircraft in a continuing state
of airworthiness. This MCAR-Part-M lays down the requirements of
continuing airworthiness which are harmonized with EASA-Part-M
regulation.

The MCAR-Part-M is applicable to all operators of Mauritian registered aircraft

irrespective of whether such aircraft are maintained by their own organization
or by other approved maintenance organization. For organization operating
aircraft, compliance with this MCAR-Part-M is mandatory. The compliance
will also depend upon the size of the organization. The applicability will
include private operators (General Aviation), flying training institutes, etc.

To provide sufficient time for the industry to adapt to the new MCAR-Part-M,
the requirements shall enter into force from 22 July 2014.

To recognise the continuing validity of certificates issued before entry into

force of the MCAR-Part-M, a transition period of 12 months is permitted from
the date of entry into force of MCAR-Part-M.

Regulation 22 of the Civil Aviation Regulations 2007 as amended stipulates

that organizations engaged in the maintenance of aircraft and aircraft
components shall be approved.

This MCAR-Part-M provides common technical standards and guidelines for

continued airworthiness of an aircraft and its components and is issued by
the Authority under the provisions of Regulation 135 of the Civil Aviation
Regulations 2007 as amended.

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TABLE OF CONTENTS

Page

Foreword 1

Table of contents 3

Record of Revisions 12

General 20

SECTION A — TECHNICAL REQUIREMENTS 21

SUBPART A — GENERAL 21

M.A.101 Scope 21

SUBPART B — ACCOUNTABILITY 22

M.A.201 Responsibilities 22

M.A.202 Occurrence reporting 24

SUBPART C — CONTINUING AIRWORTHINESS 25

M.A.301 Continuing airworthiness tasks 25

M.A.302 Aircraft Maintenance Programme 26

M.A.303 Airworthiness directives 27

M.A.304 Data for modifications and repairs 25

M.A.305 Aircraft continuing airworthiness record system 27

M.A.306 Operator's technical log system 30

M.A.307 Transfer of aircraft continuing airworthiness records 30

SUBPART D — MAINTENANCE STANDARDS 31

M.A.401 Maintenance data 31

M.A.402 Performance of maintenance 31

M.A.403 Aircraft defects 32

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SUBPART E — COMPONENTS 33

M.A.501 Installation 33

M.A.502 Component maintenance 33

M.A.503 Service life limited components 34

M.A.504 Control of unserviceable components 35

SUBPART F — MAINTENANCE ORGANISATION 36

M.A.601 Scope 36

M.A.602 Application 36

M.A.603 Extent of approval 36

M.A.604 Maintenance organisation manual 36

M.A.605 Facilities 37

M.A.606 Personnel requirements 37

M.A.607 Certifying staff 39

M.A.608 Components, equipment and tools 39

M.A.609 Maintenance data 40

M.A.610 Maintenance work orders 40

M.A.611 Maintenance standards 40

M.A.612 Aircraft certificate of release to service 40

M.A.613 Component certificate of release to service 41

M.A.614 Maintenance records 41

M.A.615 Privileges of the organisation 41

M.A.616 Organisational review 42

M.A.617 Changes to the approved maintenance organisation 42

M.A.618 Continued validity of approval 43

M.A.619 Findings 43

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SUBPART G — CONTINUING AIRWORTHINESS MANAGEMENT

ORGANISATION 44

M.A.701 Scope 44

M.A.702 Application 44

M.A.703 Extent of approval 44

M.A.704 Continuing airworthiness management exposition 44

M.A.705 Facilities 45

M.A.706 Personnel requirements 46

M.A.707 Airworthiness review staff 47

M.A.708 Continuing airworthiness management 48

M.A.709 Documentation 49

M.A.710 Airworthiness review 50

M.A.711 Privileges of the organisation 51

M.A.712 Quality system 52

M.A.713 Changes to the approved continuing airworthiness organisation 53

M.A.714 Record-keeping 54

M.A.715 Continued validity of approval 54

M.A.716 Findings 55

SUBPART H — CERTIFICATE OF RELEASE TO SERVICE — CRS 56

M.A.801 Aircraft certificate of release to service 56

M.A.802 Component certificate of release to service 57

M.A.803 Pilot-owner authorisation 58

SUBPART I — AIRWORTHINESS REVIEW CERTIFICATE 59

M.A.901 Aircraft airworthiness review 59

M.A.902 Validity of the airworthiness review certificate 60

M.A.903 Transfer of aircraft registration within Mauritius 60

M.A.904 Airworthiness review of aircraft imported into Mauritius 61

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M.A.905 Findings 61

SECTION B — ACCEPTABLE MEANS OF COMPLIANCE 62

AMC-M1 62

AMC M.A.201 (e) Responsibilities 62

AMC M.A.201 (h) Responsibilities 62

AMC M.A.201 (h) (1) Responsibilities 63

AMC M.A.201 (h) (2) Responsibilities 65

AMC M.A.202 (a) Occurrence reporting 66

AMC M.A.202 (b) Occurrence reporting 67

AMC M.A.301-1 Continuing airworthiness tasks 67

AMC M.A.301-2 Continuing airworthiness tasks 68

AMC M.A.301-3 Continuing airworthiness tasks 69

AMC M.A.301-4 Continuing airworthiness tasks 69

AMC M.A.301-5 Continuing airworthiness tasks 70

AMC M.A.301-7 Continuing airworthiness tasks 70

AMC M.A.302 Aircraft Maintenance Programme 70

AMC M.A.302 (a) Aircraft Maintenance Programme 71

AMC M.A.302 (d) Aircraft Maintenance Programme compliance 71

AMC M.A.302 (f) Aircraft Maintenance Programme –reliability 72

AMC M.A.304 Data for modifications and repairs 73

AMC M.A.305 (d) Aircraft continuing airworthiness record system 73

AMC M.A.305 (d) (4) and AMC M.A.305 (h) Aircraft continuing
airworthiness record system 74

AMC M.A.305 (h) Aircraft continuing airworthiness record system 75

AMC M.A.305 (h) (6) Aircraft continuing airworthiness record system 76

AMC M.A.306 (a) Operator's technical log system 76

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AMC M.A.306 (b) Operator's technical log system 78

AMC M.A.307 (a) Transfer of aircraft continuing airworthiness records 79

AMC M.A.401 (b) Maintenance data 79

AMC M.A.401(c) Maintenance data 80

AMC M.A.402 (a) Performance of maintenance 81

AMC M.A.402 (b) Performance of maintenance 83

AMC M.A.402 (d) Performance of maintenance 84

AMC M.A.402 (e) Performance of maintenance 84

AMC M.A.403 (b) Aircraft defects 85

AMC M.A.403 (d) Aircraft defects 85

AMC M.A.501 (a) Installation 85

AMC M.A.501 (b) Installation 87

AMC M.A.501(c) Installation 87

AMC M.A.501 (d) Installation 88

AMC M.A.502 Component maintenance 89

AMC M.A.502 (b) and (c) Component maintenance 89

AMC M.A.504 (a) Control of unserviceable components 89

AMC M.A.504 (b) Control of unserviceable components 90

AMC M.A.504(c) Control of unserviceable components –

unsalvageable components 90

AMC M.A.504 (d) (2) Control of unserviceable components 91

AMC M.A.504 (e) Control of unserviceable components 92

AMC M.A.601 Scope 93

AMC M.A.602 Application 93

AMC M.A.603(a) Extent of Approval 93

AMC M.A.603(c) Extent of approval 95

AMC M.A.604 Maintenance organisation manual 96

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AMC M.A.605(a) Facilities 97

AMC M.A.605(b) Facilities 97

AMC M.A.605(c) Facilities 97

AMC M.A.606(a) Personnel requirements 98

AMC M.A.606(b) Personnel requirements 99

AMC M.A.606(c) Personnel requirements 99

AMC M.A.606(d) Personnel requirements 100

AMC M.A.606(e) Personnel requirements 100

AMC M.A.606(f) Personnel requirements 100

AMC M.A.606(h)(2) Personnel requirements 102

AMC M.A.607 Certifying staff 103

AMC M.A.607(c) Certifying staff 103

AMC M.A.608(a) Components, equipment and tools 104

AMC M.A.608(b) Components, equipment and tools 104

AMC M.A.609 Maintenance Data 105

AMC M.A.610 Maintenance work orders 105

AMC M.A.613(a) Component certificate of release to service 105

AMC M.A.614(a) Maintenance records 112

AMC M.A.614(c) Maintenance records 112

AMC M.A.615(b) Privileges of the organisation 112

AMC M.A.616 Organisational review 113

AMC M.A.617 Changes to the approved maintenance organisation 114

AMC M.A.702 Application 114

AMC M.A.703(c) 114

AMC M.A.704 Continuing airworthiness management exposition 114

AMC M.A.705 Facilities 118

AMC M.A.706 Personnel requirements 118

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AMC M.A.706(a) Personnel requirements 120

AMC M.A.706(e) Personnel requirements 120

AMC M.A.706 (f) Personnel requirements 121

AMC M.A.706(i) Personnel requirements 121

AMC M.A.706(k) Personnel requirements 121

AMC M.A.707(a) Airworthiness review staff 121

AMC M.A.707(a)(1) Airworthiness review staff 123

AMC M.A.707(a)(2) Airworthiness review staff 123

AMC M.A.707(b) Airworthiness review staff 124

AMC M.A.707(c) Airworthiness review staff 124

AMC M.A.707(e) Airworthiness review staff 125

AMC M.A.708(b)(3) Continuing Airworthiness Management 125

AMC M.A.708(c) Continuing airworthiness management 125

AMC M.A.708(c)(1) Continuing airworthiness management

unscheduled maintenance 128

AMC M.A.709 Documentation 128

AMC M.A.710(a) Airworthiness review 129

AMC M.A.710(b) and (c) Airworthiness review 130

AMC.M.A.710(d) Reserved 131

AMC M.A.710(e) Airworthiness review 131

AMC M.A.711(b) Privileges of the organisation 131

AMC M.A.711(c) Privileges of the organisation 132

AMC M.A.712(a) Quality system 132

AMC M.A.712(b) Quality System 133

AMC M.A.712(f) Quality system 134

AMC M.A.713 Changes to the approved continuing airworthiness

organisation 135

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AMC M.A.714 Record-keeping 135

AMC M.A.801(b) Aircraft certificate of release to service 136

AMC M.A.801(d) Aircraft certificate of release to service 136

AMC M.A.801(f) Aircraft certificate of release to service 137

AMC M.A.801(g) Aircraft certificate of release to service 138

AMC M.A.801(h) Aircraft certificate of release to service 138

AMC M.A.802 Component certificate of release to service 139

AMC M.A.803 Pilot-owner authorisation 139

AMC M.A.901 Aircraft airworthiness review 139

AMC M.A.901(a) Aircraft airworthiness review 140

AMC M.A.901(b) Aircraft airworthiness review 140

AMC M.A.901(c)(2), (e)(2) and (f) Aircraft airworthiness review 140

AMC M.A.901(d) and (g) Aircraft airworthiness review 140

AMC M.A.901(g) Aircraft airworthiness review 140

AMC M.A.901(j) Aircraft airworthiness review 140

AMC M.A.903(a)(1) Transfer of aircraft registration within Mauritius 141

AMC M.A.903(b) Transfer of aircraft registration within Mauritius 141

AMC M.A.904(a)(1) Airworthiness reviews of aircraft imported

into Mauritius. 141

AMC M.A.904(a)(2) Airworthiness reviews of aircraft imported

into Mauritius 141

AMC M.A.904(b) Airworthiness review of aircraft imported into

Mauritius 142

SECTION C — APPENDICES 143

Appendix I — Continuing Airworthiness Arrangement 143

Appendix II — Authorised Release Certificate — DCA Form 1 147

Appendix III — Airworthiness Review Certificate — DCA Form 15 155

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Appendix IV — Class and Ratings System used for the Approval of

Maintenance Organisations referred to in MCAR-Part-M Subpart F
and in MCAR-Part-145 156

Appendix V — Maintenance Organisation Approval referred to in

MCAR- Part-M Subpart F 161

Appendix VI — Continuing Airworthiness Management

Organisation Approval referred to in MCAR-Part-M Subpart G 163

Appendix VII — Complex Maintenance Tasks 166

Appendix VIII — Limited Pilot Owner Maintenance 169

SECTION D 171

AMC to Appendix II to MCAR-Part-M 171

AMC to Appendix V to Part-M Maintenance Organisation 175

AMC to Appendix VI to Part-M Continuing Airworthiness 176

AMC to Appendix VII “Complex Maintenance Tasks” 177

AMC to Appendix VIII “Limited Pilot Owner Maintenance” 178

SECTION E 196

GM to Appendix II to Part-M 196

Appendix I to AMC M.A.302 - Content of the maintenance

programme 198

Appendix II to M.A.201(h)(1) - Sub-contracting of continuing airworthiness

management tasks 213

Appendix IV to AMC M.A.604 - Maintenance Organisation Manual 216

Appendix V to AMC M.A.704 - Continuing airworthiness

management exposition 222

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RECORD OF REVISIONS

Revision No Date Inserted by

Issue 1 July 2013 DCA

Issue 2 July 2015 DCA

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GENERAL

MCAR-M.A.01

Objective and scope

1 This Regulation establishes common technical requirements and

administrative procedures for ensuring the continuing airworthiness of
aircraft, including any component for installation thereto, which are:

(a) registered in Mauritius; or

(b) registered in a third country and used by an operator for which

Mauritius ensures oversight of operations.

2 Paragraph 1 shall not apply to aircraft the regulatory safety oversight

of which has been transferred to a third country and which are not used
by a Mauritian operator, or to aircraft referred to in the Civil Aviation
Regulations.

3 The provisions of this Regulation related to commercial air transport

are applicable to licensed air carriers as defined by Civil Aviation
Regulations.

MCAR-M.A.02

Definitions

Within the scope of the MCAR-Part-145, the following definitions shall apply:

(a) “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;

(b) “Airworthy” means the status of an aircraft, engine, propeller or part

when it conforms to its approved design and is in a condition for safe
operation.

(c) “Certifying staff” means personnel responsible for the release of an

aircraft or a component after maintenance;

(d) “Comply” and “compliance” are used in connection with meeting a

regulation or requirement.

(e) “Component” means any engine, propeller, part or appliance;

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(f) “Conform” and “conformity” are used in connection with showing or

finding a product, part or appliance is in accordance with an approved
design.

(g) “Continuing airworthiness” means all of the processes ensuring that, at

any time in its operating life; the aircraft complies with the
airworthiness requirements in force and is in a condition for safe
operation;

(h) “Demonstrate”, unless otherwise stated, means demonstrate to the

Authority.

(i) Engine means unit used or intended to be used for aircraft propulsion.
It consists of at least those components and equipment necessary for
functioning and control, but excludes the propeller/rotors (if
applicable).

(j) “JAA” means “Joint Aviation Authorities”;

(k) “JAR” means “Joint Aviation Requirements”;

(l) “Large aircraft” means an aircraft, classified as an aeroplane with a

maximum take-off mass of more than 5700 kg, or a multi-engined
helicopter;

(m) “Maintenance” means any one or combination of the following activities:

overhaul, repair, inspection, replacement, modification or defect
rectification of an aircraft or component, with the exception of pre-flight
inspection;

(n) Mandatory Clauses -

Use of “shall”, and are referred to as a “regulation”, where they are an

imperative (i.e. non-compliance could involve penalties).

Use of “must”, and are referred to as a “requirement”, where they are a

condition precedent (i.e. non-compliance leads to failure to obtain a
certificate or approval).

(o) “Organisation” means a natural person, a legal person or part of a legal

person. Such an organisation may be established at more than one
location whether or not within the territory of Mauritius.

(p) “Parts and appliances” means any instrument, mechanism, equipment,

part, apparatus, appurtenance, or accessory, including
communications equipment, that is used in or intended to be used in
operating or controlling an aircraft in flight and is installed in or
attached to the aircraft. It includes parts of an airframe, engine or
propeller.

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(q) Powerplant means the system consisting of all the engines, drive system
components (if applicable), and propellers (if installed), their
accessories, ancillary parts, and fuel and oil systems installed on an
aircraft but excluding the rotors for a helicopter.

(r) “Pre-flight inspection” means the inspection carried out before flight to
ensure that the aircraft is fit for the intended flight.

(s) “Principal place of business” means the head office or the registered
office of the undertaking within which the principal financial functions
and operational control of the activities referred to in this Requirement
are exercised.

(t) “Safety Management System” means a systematic approach to

managing safety, including necessary organisational structures,
accountabilities, policies and procedures.

(u) “State Safety Programme” means an integrated set of regulations and

activities aimed at improving safety.

MCAR-M.A.03

Continuing airworthiness requirements

1 The continuing airworthiness of aircraft and components shall be

ensured in accordance with the provisions of MCAR-Part-M

2 Organisations and personnel involved in the continuing airworthiness

of aircraft and components, including maintenance, shall comply with
the provisions of MCAR-Part-M and where appropriate those specified
in MCAR-A.04 and MCAR-A.05.

3 By derogation from paragraph 1, the continuing airworthiness of

aircraft holding a permit to fly shall be ensured on the basis of the
specific continuing airworthiness arrangements as defined in the
permit to fly issued in accordance with the MCAR-Part-21

MCAR-M.A.04

Maintenance organisation approvals

1 Organisations involved in the maintenance of large aircraft or of aircraft

used for commercial air transport, and components intended for fitment
thereto, shall be approved in accordance with the provisions of MCAR-
Part-145.

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2 Maintenance approvals issued by the Authority in accordance with the

first issue of MCAR-Part-145 Requirements and procedures and valid
before the entry into force of this Requirement shall be deemed to have
been issued in accordance with this Requirement

3 Personnel qualified to carry out and/or control a continued

airworthiness non-destructive test of aircraft structures and/or
components, on the basis of any standard recognised by a Mauritius
prior to the entry into force of this Requirement as providing an
equivalent level of qualification, may continue to carry out and/or
control such tests.

4 Certificates of release to service and authorised release certificates

issued before the date of entry into force of this Requirement by a
maintenance organisation approved under the MCAR-Part-145 first
issue, requirements shall be deemed equivalent to those required under
points M.A.801 and M.A.802 of MCAR-Part-M respectively.

MCAR-M.A.05

Certifying staff

1 Certifying staff shall be qualified in accordance with the provisions of

MCAR-Part-66, except as provided for in points M.A.606(h), M.A.607(b),
M.A.801(d) and M.A.803 of MCAR-Part-M and in point 145.A.30(j) of
MCAR-Part-145 and Appendix IV to MCAR-Part-145.

2 Any aircraft maintenance licence and if any, the technical limitations

associated with that licence, issued or recognised by Mauritius in
accordance with the MCAR-Section 7 requirements and procedures and
valid at the time of entry into force of this Requirement, shall be deemed
to have been issued in accordance with this Requirement.

3 Certifying staff holding a licence issued in accordance with MCAR-Part-

66 in a given category/ sub-category are deemed to have the privileges
described in MCAR-Part-66.A.20(a) of this Annex corresponding to such
a category/sub-category. The basic knowledge requirements
corresponding to these new privileges shall be deemed as met for the
purpose of extending such licence to a new category/sub-category.

4 Certifying staff holding a licence including aircraft which do not require

an individual type rating may continue to exercise his/her privileges
until the first renewal or change, where the licence shall be converted
to the ratings defined in point 66.A.45 of MCAR-Part-66.

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5 Conversion reports and Examination credit reports complying with the

requirements applicable before this Requirement applies shall be
deemed to be in compliance with this Requirement.

6 Until such time as this Requirement specifies requirements for

certifying staff:

(i) for aircraft other than aeroplanes and helicopters,

(ii) for components;

the requirements in force in Mauritius shall continue to apply, except

for maintenance organisations located outside Mauritius where the
requirements shall be approved by the Authority

MCAR-M.A.06

Training organisation requirements

1 Organisations involved in the training of personnel referred to in MCAR-

145.A.05 shall be approved in accordance with MCAR-Part-147 to be
entitled:

(a) to conduct recognised basic training courses; and/or

(b) to conduct recognised type training courses; and

(c) to conduct examinations; and

(d) to issue training certificates.

If authorised by the Authority and with the conditions attached.

2 Any maintenance training organisation approval issued by the

Authority in accordance with the first issue of the MCAR-Part-147
requirements and procedures and valid at the time of entry into force
of this Requirement shall be deemed to have been issued in accordance
with this Requirement.

3 Basic training courses complying with the requirements applicable

before this Requirement applies may be started until one year after the
date by which this Requirement applies. Basic knowledge examinations
conducted as part of these courses may comply with the requirements
applicable before this requirement applies.

4 Basic knowledge examinations complying with the requirements

applicable before this Requirement applies and conducted by the
Authority or conducted by a maintenance training organisation if

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approved to do so, in accordance with MCAR-Part-147 while not being

part of a basic training course, may be conducted until one year after
the date by which this Requirement applies.

5 Type training courses and type examinations complying with the

requirements applicable before this Requirement applies shall be
started and finished not later than one year after the date by which this
Requirement applies.

MCAR-M.A.07

Entry into force

1 This Requirement shall enter into force on 22 July 2013.

2 By way of derogation from paragraph 1, the provision of MCAR-Part-M

shall be effective from 01st April 2014.

(a) the provisions of MCAR-Part-M, except for points M.A.201 (h) (2)
and M.A.708(c;

(b) point M.A.201 (f) of MCAR-Part-M shall apply to aircraft not

involved in commercial air transport operated by third country
carriers.”

3 By way of derogation from paragraph 1 and 2, the Authority may elect

not to apply:

(a) for aircraft not involved in commercial air transport other than
large aircraft, the need to comply with MCAR-Part-66 in the
following provisions, until 31st July 2014:

 Points M.A.606 (g) and M.A.801 (b) 2 of MCAR-Part-M,

 Points 145. A.30 (g) and (h) of MCAR-Part-145.

(b) for the maintenance of piston-engine non-pressurised aeroplanes

of 2000 Kg MTOM and below not involved in commercial air
transport:

(i) until 31st December 2014, the requirement for the competent
authority to issue aircraft maintenance licences in accordance
with MCAR-Part-66, as new or as converted pursuant to point
66.A.70 of this Requirement.

(ii) until 31st December 2014, the requirement to have certifying

staff qualified in accordance with MCAR-Part-66 contained in the
following provisions:

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 M.A.606(g) and M.A.801(b)2 of MCAR-Part-M

 145. A.30 (g) and (h) of MCAR-Part-145.

4 For the purpose of time limits contained in MCAR-Part-66.A.25,

66.A.30 and Appendix III of MCAR-Part-66 related to basic knowledge
examinations, basic experience, theoretical type training and
examinations, practical training and assessment, type examinations
and on the job training completed before this requirement applies; the
origin of time shall be the date by which this Requirement applies.

5 By way of derogation from paragraph 1, the provision of MCAR-Part-M

Subpart I shall be effective from 01st July 2017 and the approved
procedures for continuing airworthiness as per the existing
Maintenance management Exposition shall remain effective until 30
June 2017.

MCAR-M.A.08

Authority measures

1 The Authority has developed acceptable means of compliance

(hereinafter called "AMC") that, organisations and personnel may use to
demonstrate compliance with the provisions of the Annexes to this
Requirements.

2 Without prejudice to the Civil Aviation Regulations, when the

acceptable means of compliance issued by the Authority are used, the
related requirements of the Annexes to this Requirement shall be
considered as met without further demonstration.

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GENERAL

M.1

For the purpose of this MCAR-PART-M, the Department of Civil Aviation shall be the
Authority:

1. for the oversight of the continuing airworthiness of individual aircraft and the
issue of airworthiness review certificates.

2 for the oversight of a maintenance organisation as specified in MCAR-PART-

M.A. Subpart F.

(i) the authority designated by the Member State where that organisation's
principle place of business is located.

(ii) the Agency if the organisation is located in a third country.

3. for the oversight of a continuing airworthiness management organisation as

specified in M.A. Subpart G.

(i) the authority designated by the Member State where that organisation's
principle place of business is located if the approval is not included in an
air operator's certificate.

(ii) the authority designated by the Member State of the operator if the
approval is included in an air operator's certificate.

(iii) the Agency if the organisation is located in a third country.

4. for the approval of maintenance programmes.

(i) For aircraft registered in Mauritius.

(ii) For aircraft used in commercial transport by a Mauritian Operator, if

agreed by the State of Registry.

(iii) Reserved.

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SECTION A
TECHNICAL REQUIREMENTS
SUBPART A
GENERAL

MCAR-M.A.101 Scope

This Section establishes the measures to be taken to ensure that airworthiness is

maintained, including maintenance. It also specifies the conditions to be met by the
persons or organisations involved in such continuing airworthiness management.

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SUBPART B
ACCOUNTABILITY

MCAR-M.A.201 Responsibilities

(a) The owner is responsible for the continuing airworthiness of an aircraft and shall
ensure that no flight takes place unless:

(1) the aircraft is maintained in an airworthy condition, and;

(2) any operational and emergency equipment fitted is correctly installed

and serviceable or clearly identified as unserviceable, and;

(3) the airworthiness certificate remains valid, and;

(4) the maintenance of the aircraft is performed in accordance with the

approved maintenance programme as specified in point MCAR-
M.A.302.

(b) When the aircraft is leased, the responsibilities of the owner are transferred to
the lessee if:

(1) the lessee is stipulated on the registration document, or;

(2) detailed in the leasing contract.

When reference is made in this Part to the “owner”, the term owner covers the owner
or the lessee, as applicable.

(c) Any person or organisation performing maintenance shall be responsible for

the tasks performed.

(d) The pilot-in-command or, in the case of commercial air transport, the operator
shall be responsible for the satisfactory accomplishment of the pre-flight
inspection. This inspection must be carried out by the pilot or another qualified
person but need not be carried out by an approved maintenance organisation
or by Part-66 certifying staff.

(e) In order to satisfy the responsibilities of point (a),

(i) The owner of an aircraft may contract the tasks associated with
continuing airworthiness to a continuing airworthiness management
organisation approved in accordance with Section A, Subpart G of this
MCAR-Part-M. In this case, the continuing airworthiness management
organisation assumes responsibility for the proper accomplishment of
these tasks.

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(ii) An owner who decides to manage the continuing airworthiness of the

aircraft under its own responsibility, without a contract in accordance with
Appendix I, may nevertheless make a limited contract with a continuing
airworthiness management organisation approved in accordance with
Section A, Subpart G of this MCAR-Part- M, for the development of the
maintenance programme and its approval in accordance with point
MCAR-M.A.302. In that case, the limited contract transfers the
responsibility for the development and approval of the maintenance
programme to the contracted continuing airworthiness management
organisation.

(f) In the case of large aircraft, in order to satisfy the responsibilities of point (a)
the owner of an aircraft shall ensure that the tasks associated with continuing
airworthiness are performed by an approved continuing airworthiness
management organisation. A written contract shall be made in accordance with
Appendix I. In this case, the continuing airworthiness management organisation
assumes responsibility for the proper accomplishment of these tasks.

(g) Maintenance of large aircraft, aircraft used for commercial air transport and
components thereof shall be carried out by an MCAR-Part-145 approved
maintenance organisation.

(h) In the case of commercial air transport the operator is responsible for the
continuing airworthiness of the aircraft it operates and shall:

(1) be approved, as part of the air operator certificate issued by the

Authority, pursuant to MCAR- M.A. Subpart G for the aircraft it operates;
and

(2) be approved in accordance with MCAR-Part-145 or contract such an

organisation; and

(3) ensure that point (a) is satisfied.

(i) When an operator is requested by the Authority to hold a certificate for

commercial operations, other than for commercial air transport, it shall:

(1) be appropriately approved, pursuant to MCAR-M.A. Subpart G, for the

management of the continuing airworthiness of the aircraft it operates or
contract such an organisation; and

(2) be appropriately approved in accordance with MCAR- M.A. Subpart F or

MCAR-Part-145, or contract such organisations; and

(3) ensure that point (a) is satisfied.

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(j) The owner/operator is responsible for granting the Authority access to the
organisation/ aircraft to determine continued compliance with this Part.

MCAR-M.A.202 Occurrence reporting

(a) Any person or organisation responsible in accordance with point MCAR-

M.A.201 shall report to the Authority , the organisation responsible for the type
design or supplemental type design and, if applicable, by the Airworthiness
Authority of the State of Registry, any identified condition of an aircraft or
component which endangers flight safety.

(b) Reports shall be made in a manner established by the Authority and contain
all pertinent information about the condition known to the person or
organisation.

(c) Where the person or organisation maintaining the aircraft is contracted by an

owner or an operator to carry out maintenance, the person or the organisation
maintaining the aircraft shall also report to the owner, the operator or the
continuing airworthiness management organisation any such condition
affecting the owner’s or the operator’s aircraft or component.

(d) Reports shall be made as soon as practicable, but in any case within 72 hours
of the person or organisation identifying the condition to which the report
relates.

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SUBPART C
CONTINUING AIRWORTHINESS

MCAR-M.A.301 Continuing airworthiness tasks

The aircraft continuing airworthiness and the serviceability of both operational and
emergency equipment shall be ensured by:

(1). the accomplishment of pre-flight inspections;

(2) The rectification in accordance with the data specified in point MCAR- M.A.304
and/or point MCAR-M.A.401, as applicable, 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 and configuration
deviation list as applicable to the aircraft type;

(3) the accomplishment of all maintenance, in accordance with the MCAR-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 MCAR-M.A.302 approved maintenance programme;

(5) the accomplishment of any applicable:

(i) airworthiness directive,

(ii) operational directive with a continuing airworthiness impact,

(iii) continued airworthiness requirement established by the Authority,

(iv) measures mandated by the Authority in immediate reaction to a safety

problem;

(6) the accomplishment of modifications and repairs in accordance with point

MCAR-M.A.304;

(7) for non-mandatory modifications and/or inspections, for all large aircraft or
aircraft used for commercial air transport the establishment of an embodiment
policy;

(8) maintenance check flights when necessary.

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MCAR-M.A.302 Aircraft Maintenance programme

(a) Maintenance of each aircraft shall be organised in accordance with an aircraft

maintenance programme.

(b) The aircraft maintenance programme and any subsequent amendments shall
be approved by the Authority.

(c) When the continuing airworthiness of the aircraft is managed by a continuing

airworthiness management organisation approved in accordance with Section
A, Subpart G of this MCAR-Part-M, the aircraft maintenance programme and
its amendments may be approved through an indirect approval procedure.

(i) In that case, the indirect approval procedure shall be established by the
continuing airworthiness management organisation as part of the
Continuing Airworthiness Management Exposition it shall be approved
by the Authority.

(ii) The continuing airworthiness management organisation shall not use the
indirect approval procedure when this organisation is not under the
oversight of the State of Registry, unless an agreement exists in
accordance with point MCAR-M.1, paragraph 4(ii) or 4(iii), as applicable,
transferring the responsibility for the approval of the aircraft maintenance
programme to the Authority.

(d) The aircraft maintenance programme must establish compliance with:

(i) instructions issued by the Authority;

(ii) instructions for continuing airworthiness:

 issued by the holders of the type certificate, restricted type-

certificate, supplemental type-certificate, major repair design
approval, ETSO/TSO authorisation or any other relevant approval
issued under MCAR-Part-21/ EASA-Part-21/ FAR-Part-21, and

 included in the certification specifications referred to in point

MCAR-21.A.90B or MCAR-21.A.431B if applicable;

(iii) additional or alternative instructions proposed by the owner or the

continuing airworthiness management organisation once approved in
accordance with point MCAR-M..A.302, except for intervals of safety
related tasks referred in point (e), which may be escalated, subject to
sufficient reviews carried out in accordance with point (g) and only when
subject to direct approval in accordance with point MCAR- M.A.302 (b).

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(e) The aircraft maintenance programme shall contain details, including frequency,
of all maintenance to be carried out, including any specific tasks linked to the
type and the specificity of operations.

(f) For large aircraft, when the maintenance programme is based on maintenance
steering group logic or on condition monitoring, the aircraft maintenance
programme shall include a reliability programme.

(g) The aircraft maintenance programme shall be subject to periodic reviews and
amended accordingly when necessary. These reviews will ensure that the
programme continues to be valid in light of the operating experience and
instructions from the Authority whilst taking into account new and/or modified
maintenance instructions promulgated by the type certificate and
supplementary type certificate holders and any other organisation that
publishes such data in accordance with MCAR-Part-21/ EASA Part-21/FAR-
Part- 21.

MCAR-M.A.303 Airworthiness directives

Any applicable airworthiness directive must be carried out within the requirements of
that airworthiness directive, unless otherwise specified by the Authority.

MCAR-M.A.304 Data for modifications and repairs

Damage shall be assessed and modifications and repairs carried out using as
appropriate:

(a) data approved by the Authority; or

(b) data approved by an MCAR-Part-21/ EASA-Part-21/ FAA-Part-21 or Canadian

Part-21 design organisation; or

(c) data contained in the certification specifications referred to in point 21A.90B or

21A.431B of the MCAR-Part-21.

MCAR-M.A.305 Aircraft continuing airworthiness record system

(a) At the completion of any maintenance, the certificate of release to service

required by point MCAR-M.A.801 or point MCAR-145.A.50 shall be entered in
the aircraft continuing airworthiness records. Each entry shall be made as soon
as practicable but in no case more than 30 days after the day of the
maintenance action.

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(b) The aircraft continuing airworthiness records shall consist of:

1. an aircraft logbook, engine logbook(s) or engine module log cards,

propeller logbook(s) and log cards, for any service life limited component
as appropriate, and,

2. when required in point MCAR-M.A.306 for commercial air transport or by

the Authority for commercial operations other than commercial air
transport, the operator’s technical log.

(c) The aircraft type and registration mark, the date, together with total flight time
and/or flight cycles and/or landings, as appropriate, shall be entered in the
aircraft logbooks.

(d) The aircraft continuing airworthiness records shall contain the current:

1. status of airworthiness directives and measures mandated by the

Authority in immediate reaction to a safety problem;

2. status of modifications and repairs;

3. status of compliance with maintenance programme;

4. status of service life limited components;

5. mass and balance report;

6. list of deferred maintenance.

(e) In addition to the authorised release document, DCA Form 1 or equivalent, the
following information relevant to any component installed (engine, propeller,
engine module or service life-limited component) shall be entered in the
appropriate engine or propeller logbook, engine module or service life limited
component log card:

1. identification of the component; and

2. the type, serial number and registration, as appropriate, of the aircraft,

engine, propeller, engine module or service life-limited component to
which the particular component has been fitted, along with the reference
to the installation and removal of the component; and

3. the date together with the component’s accumulated total flight time
and/or flight cycles and/or landings and/or calendar time, as appropriate;
and

4. the current point (d) information applicable to the component.

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(f) The person responsible for the management of continuing airworthiness tasks
pursuant to MCAR-M.A. Subpart B shall control the records as detailed in this
paragraph and present the records to the Authority upon request.

(g) 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
made in a manner that clearly shows the original entry.

(h) An owner or operator shall ensure that a system has been established to keep
the following records for the periods specified:

1. all detailed maintenance records in respect of the aircraft and any

service life-limited component fitted thereto, until such time as the
information contained therein is superseded by new information
equivalent in scope and detail but not less than 36 months after the
aircraft or component has been released to service; and

2. the total time in service (hours, calendar time, cycles and landings) of
the aircraft and all service life-limited components, at least 12 months
after the aircraft or component has been permanently withdrawn from
service; and

3. the time in service (hours, calendar time, cycles and landings) as

appropriate, since last scheduled maintenance of the component
subjected to a service life limit, at least until the component scheduled
maintenance has been superseded by another scheduled maintenance
of equivalent work scope and detail; and

4. the current status of compliance with maintenance programme such that

compliance with the approved aircraft maintenance programme can be
established, at least until the aircraft or component scheduled
maintenance has been superseded by other scheduled maintenance of
equivalent work scope and detail; and

5. the current status of airworthiness directives applicable to the aircraft

and components, at least 12 months after the aircraft or component has
been permanently withdrawn from service; and

6. 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.

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MCAR-M.A.306 Operator’s technical log system

(a) In the case of commercial air transport, in addition to the requirements of

MCAR-M.A.305, an operator shall use an aircraft technical log system
containing the following information for each aircraft:

1. information about each flight, necessary to ensure continued flight

safety, and;

2. the current aircraft certificate of release to service, and;

3. the current maintenance statement giving the aircraft maintenance

status of what scheduled and out of phase maintenance is next due
except that the Authority may agree to the maintenance statement being
kept elsewhere, and;

4. all outstanding deferred defects rectifications that affect the operation of

the aircraft, and;

5. any necessary guidance instructions on maintenance support

arrangements.

(b) The aircraft technical log system and any subsequent amendment shall be
approved by the Authority.

(c) An operator shall ensure that the aircraft technical log is retained for 36 months
after the date of the last entry.

MCAR-M.A.307 Transfer of aircraft continuing airworthiness records

(a) The owner or operator shall ensure when an aircraft is permanently transferred
from one owner or operator to another that the MCAR-M.A.305 continuing
airworthiness records and, if applicable, MCAR-M.A.306 operator’s technical
log are also transferred.

(b) The owner shall ensure, when he contracts the continuing airworthiness
management tasks to a continuing airworthiness management organisation,
that the MCAR-M.A.305 continuing airworthiness records are transferred to the
organisation.

(c) The time periods prescribed for the retention of records shall continue to apply
to the new owner, operator or continuing airworthiness management
organisation.

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SUBPART D
MAINTENANCE STANDARDS

MCAR-M.A.401 Maintenance data

(a) The person or organisation maintaining an aircraft shall have access to and use
only applicable current maintenance data in the performance of maintenance
including modifications and repairs.

(b) For the purposes of this Part, applicable maintenance data is:

(1) any applicable requirement, procedure, standard or information issued

by the 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 MCAR-Part -
21.

(4) any applicable data issued in accordance with MCAR-145.A.45 (d).

(c) The person or organisation maintaining an aircraft shall ensure that all
applicable maintenance data is current and readily available for use when
required. The person or organisation shall establish a work card or worksheet
system to be used and shall either transcribe accurately the maintenance data
onto such work cards or worksheets or make precise reference to the particular
maintenance task or tasks contained in such maintenance data.

MCAR-M.A.402 Performance of maintenance

(a) All maintenance shall be performed by qualified personnel, following the

methods, techniques, standards and instructions specified in the MCAR-
M.A.401 maintenance data. Furthermore, an independent inspection shall be
carried out after any flight safety sensitive maintenance task unless otherwise
specified by MCAR-Part-145 or agreed by the Authority.

(b) All maintenance shall be performed using the tools, equipment and material
specified in the MCAR-M.A.401 maintenance data unless otherwise specified
by MCAR-Part-145. Where necessary, tools and equipment shall be controlled
and calibrated to an officially recognised standard.

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(c) The area in which maintenance is carried out shall be well organised and clean
in respect of dirt and contamination.

(d) All maintenance shall be performed within any environmental limitations

specified in the MCAR-M.A.401 maintenance data.

(e) In case of inclement weather or lengthy maintenance, proper facilities shall be

used.

(f) After completion of all maintenance a general verification must be carried out
to ensure the aircraft or component is clear of all tools, equipment and any other
extraneous parts and material, and that all access panels removed have been
refitted.

MCAR-M.A.403 Aircraft defects

(a) Any aircraft defect that hazards seriously the flight safety shall be rectified
before further flight.

(b) Only the authorised certifying staff, according to points M.A.801(b)1,

M.A.801(b)2, M.A.801(c), M.A.801(d) or MCAR-Part-145 can decide, using
M.A.401 maintenance data, whether an aircraft defect hazards seriously the
flight safety and therefore decide when and which rectification action shall be
taken before further flight and which defect rectification can be deferred.
However, this does not apply when:

1 the approved minimum equipment list as mandated by the Authority is

used by the pilot; or,

2. aircraft defects are defined as being acceptable by the Authority.

(c) Any aircraft defect that would not hazard seriously the flight safety shall be
rectified as soon as practicable, after the date the aircraft defect was first
identified and within any limits specified in the maintenance data.

(d) Any defect not rectified before flight shall be recorded in the MCAR-M.A.305
aircraft maintenance record system or MCAR-M.A.306 operator’s technical log
system as applicable.

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Subpart E
COMPONENTS
MCAR-M.A.501 Installation

(a) No component may be fitted unless it is in a satisfactory condition, has been

appropriately released to service on a DCA Form 1 or equivalent and is marked
in accordance with MCAR-Part 21 Subpart Q, in unless otherwise specified in
MCAR-21, MCAR-145 or MCAR-M Section A, Subpart F.

(b) Prior to installation of a component on an aircraft the person or approved

maintenance organisation shall ensure that the particular component is eligible
to be fitted when different modification and/or airworthiness directive
configurations may be applicable.

(c) Standard parts shall only be fitted to an aircraft or a component when the
maintenance data specifies the particular standard part. Standard parts shall
only be fitted when accompanied by evidence of conformity traceable to the
applicable standard.

(d) Material being either raw material or consumable material shall only be used
on an aircraft or a component when the aircraft or component manufacturer
states so in relevant maintenance data or as specified in MCAR-Part-145. Such
material shall only be used when the material meets the required specification
and has appropriate traceability. All material must be accompanied by
documentation clearly relating to the particular material and containing a
conformity to specification statement plus both the manufacturing and supplier
source.

MCAR-M.A.502 Component maintenance

(a) Except for components referred to in point MCAR-21.A.307(c) of the, the

maintenance of components shall be performed by maintenance organisations
appropriately approved in accordance with Section A, Subpart F of MCAR-Part-
M or with MCAR-Part-145.

(b) By derogation from point (a), maintenance of a component in accordance with

aircraft maintenance data or, if agreed by the Authority, in accordance with
component maintenance data, may be performed by an A rated organisation
approved in accordance with Section A, Subpart F of this MCAR-Part M or with
MCAR-Part-145 as well as by certifying staff referred to in point MCAR-M.A.801
(b) 2 only whilst such components are fitted to the aircraft. Nevertheless, such
organisation or certifying staff may temporarily remove this component for
maintenance, in order to improve access to the component, except when such

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removal generates the need for additional maintenance not eligible for the
provisions of this paragraph. Component maintenance performed in
accordance with this paragraph is not eligible for the issuance of a DCA Form
1 and shall be subject to the aircraft release requirements provided for in point
MCAR-M.A.801.

(c) By derogation from point (a), maintenance of an engine/Auxiliary Power Unit

(APU) component in accordance with engine/APU maintenance data or, if
agreed by the Authority, in accordance with component maintenance data, may
be performed by a B rated organisation approved in accordance with Section
A, Subpart F of this MCAR-Part M or with MCAR-Part-145 only whilst such
components are fitted to the engine/APU. Nevertheless, such B rated
organisation may temporarily remove this component for maintenance, in order
to improve access to the component, except when such removal generates the
need for additional maintenance not eligible for the provisions of this point.

(d) Reserved.

(e) Maintenance of components referred to in MCAR-21.A.307(c) shall be

performed by an A-rated organisation approved in accordance with Section A,
Subpart F of this MCAR-Part-M or MCAR-Part-145, by certifying staff referred
to in point MCAR-M.A.801 (b) 2 or by the pilot-owner referred to in point
M.A.801 (b) 3 while such a component is fitted to the aircraft or temporarily
removed to improve access. Component maintenance performed in
accordance with this paragraph is not eligible for the issuance of a DCA Form
1 and shall be subject to the aircraft release requirements provided for in point
MCAR-M.A.801.

MCAR-M.A.503 Service life limited components

(a) Installed service life limited components shall not exceed the approved service
life limit as specified in the approved maintenance programme and
airworthiness directives, except as provided for in point MCAR-M.A.504(c).

(b) The approved service life is expressed in calendar time, flight hours, landings
or cycles, as appropriate.

(c) At the end the approved service life, the component must be removed from the
aircraft for maintenance, or for disposal in the case of components with a
certified life limit.

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MCAR-M.A.504 Control of unserviceable components

(a) A component shall be considered unserviceable in any one of the following

circumstances:

1. expiry of the service life limit as defined in the maintenance program;

2. non-compliance with the applicable airworthiness directives and other

continued airworthiness requirement mandated by the Authority;

3. absence of the necessary information to determine the airworthiness

status or eligibility for installation;

4. evidence of defects or malfunctions;

5. involvement in an incident or accident likely to affect its serviceability.

(b) Unserviceable components shall be identified and stored in a secure location

under the control of an approved maintenance organisation until a decision is
made on the future status of such component. Nevertheless, for aircraft not
used in commercial air transport other than large aircraft, the person or
organisation that declared the component unserviceable may transfer its
custody, after identifying it as unserviceable, to the aircraft owner provided that
such transfer is reflected in the aircraft logbook or engine logbook or component
logbook.

(c) Components which have reached their certified life limit or contain a non-
repairable defect shall be classified as unsalvageable and shall not be
permitted to re-enter the component supply system, unless certified life limits
have been extended or a repair solution has been approved according to
MCAR-M.A.304.

(d) Any person or organisation accountable under MCAR-Part-M shall, in the case
of a point (c) unsalvageable components:

1. retain such component in the point (b) location, or;

2. arrange for the component to be mutilated in a manner that ensures that

it is beyond economic salvage or repair before relinquishing
responsibility for such component.

(e) Notwithstanding point (d) a person or organisation accountable under MCAR-

Part-M may transfer responsibility of components classified as unsalvageable
to an organisation for training or research without mutilation.

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Subpart F
MAINTENANCE ORGANISATION

MCAR-M.A.601 Scope

This Subpart establishes the requirements to be met by an organisation to qualify for

the issue or continuation of an approval for the maintenance of aircraft and
components not listed in point MCAR-M.A.201 (g).

MCAR-M.A.602 Application

An application for issue or change of a maintenance organisation approval shall be

made on a form and in a manner established by the Authority.

MCAR-M.A.603 Extent of approval

(a) An organisation involved in activities subject to this Subpart shall not exercise
its activities unless approved by the Authority. Appendix V to MCAR-Part-M
provides the template certificate for this approval.

(b) The maintenance organisation’s manual referred to in point MCAR-M.A.604

shall specify the scope of work deemed to constitute approval. Appendix IV to
MCAR-Part-M defines all classes and ratings possible under Subpart F.

(c) An approved maintenance organisation may fabricate, in conformity with

maintenance data, a restricted range of parts for the use in the course of
undergoing work within its own facilities, as identified in the maintenance
organisation manual.

MCAR-M.A.604 Maintenance organisation manual

(a) The maintenance organisation shall provide a manual containing at least the
following information:

1. a statement signed by the accountable manager to confirm that the

organisation will continuously work in accordance with MCAR-Part-M
and the manual at all times, and;

2. the organisation’s scope of work, and;

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3. the title(s) and name(s) of person(s) referred to in MCAR-M.A.606 (b),

and;

4. an organisation chart showing associated chains of responsibility

between the person(s) referred to in MCAR-M.A.606 (b), and;

5. a list of certifying staff with their scope of approval, and;

6. a list of locations where maintenance is carried out, together with a

general description of the facilities,

7. procedures specifying how the maintenance organisation ensures

compliance with this Part, and;

8. the maintenance organisation manual amendment procedure(s).

(b) The maintenance organisation manual and its amendments shall be approved
by the Authority.

(c) Notwithstanding point (b) minor amendments to the manual may be approved
through a procedure (hereinafter called indirect approval).

MCAR-M.A.605 Facilities

The organisation shall ensure that:

(a) Facilities are provided for all planned work, specialised workshops and bays
are segregated as appropriate, to ensure protection from contamination and the
environment.

(b) Office accommodation is provided for the management of all planned work
including in particular, the completion of maintenance records.

(c) Secure storage facilities are provided for components, equipment, tools and
material. Storage conditions shall ensure segregation of unserviceable
components and material from all other components, material, equipment and
tools. Storage conditions shall be in accordance with the manufacturers’
instructions and access shall be restricted to authorised personnel.

MCAR-M.A.606 Personnel requirements

(a) The organisation shall appoint an accountable manager, who has corporate
authority for ensuring that all maintenance required by the customer can be
financed and carried out to the standard required by this Part.

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(b) A person or group of persons shall be nominated with the responsibility of

ensuring that the organisation is always in compliance with this Subpart. Such
person(s) shall be ultimately responsible to the accountable manager.

(c) All point (b) persons shall be able to show relevant knowledge, background and
appropriate experience related to aircraft and/or component maintenance.

(d) The organisation shall have appropriate staff for the normal expected
contracted work. The use of temporarily sub-contracted staff is permitted in the
case of higher than normally expected contracted work and only for personnel
not issuing a certificate of release to service.

(e) The qualification of all personnel involved in maintenance shall be

demonstrated and recorded.

(f) Personnel who carry out specialised tasks such as welding, non-destructive
testing/inspection other than colour contrast shall be qualified in accordance
with an officially recognised standard.

(g) The maintenance organisation shall have sufficient certifying staff to issue
MCAR-M.A.612 and MCAR-M.A.613 certificates of release to service for
aircraft and components. They shall comply with the requirements of MCAR-
Part-66.

(h) By derogation from point (g), the organisation may use certifying staff qualified
in accordance with the following provisions when providing maintenance
support to operators involved in commercial operations, subject to appropriate
procedures to be approved as part of the organisation’s manual:

1. For a repetitive pre-flight airworthiness directive which specifically states

that the flight crew may carry out such airworthiness directive, the
organisation may issue a limited certifying staff authorisation to the
aircraft commander on the basis of the flight crew licence held, provided
that the organisation ensures that sufficient practical training has been
carried out to ensure that such person can accomplish the airworthiness
directive to the required standard;

2. In the case of aircraft operating away from a supported location the

organisation may issue a limited certifying staff authorisation to the
aircraft commander on the basis of the flight crew licence, provided that
the organisation ensures that sufficient practical training has been
carried out to ensure that such person can accomplish the task to the
required standard.

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MCAR-M.A.607 Certifying staff

(a) In addition to MCAR-M.A.606 (g), certifying staff can only exercise their
privileges, if the organisation has ensured:

(1) that certifying staff can demonstrate that they meet the requirements of
point 66.A.20(b) of MCAR-Part 66, except when MCAR-Part 66 refers to
national regulation, in which case they shall meet the requirement of
such regulation, and;

(2) that certifying staff have an adequate understanding of the relevant

aircraft and/or aircraft component(s) to be maintained together with the
associated organisation procedures.

(b) In the following unforeseen cases, where an aircraft is grounded at a location

other than the main base where no appropriate certifying staffs is available, the
maintenance organisation contracted to provide maintenance support may
issue a one-off certification authorisation after approval is obtained from the
Authority.

(1) to one of its employees holding type qualifications on aircraft of similar

technology, construction and systems; or

(2) to any person with not less than three years maintenance experience
and holding a valid ICAO aircraft maintenance licence rated for the
aircraft type requiring certification provided there is no organisation
appropriately approved under this Part at that location and the
contracted organisation obtains and holds on file evidence of the
experience and the licence of that person.

All such cases must be reported to the Authority prior to 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 together with their
scope of approval as part of the organisation’s manual pursuant to point
M.A.604 (a) 5.

MCAR-M.A.608 Components, equipment and tools

(a) The organisation shall:

(1) hold the equipment and tools specified in the maintenance data
described in point M.A.609 or verified equivalents as listed in the

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maintenance organisation manual as necessary for day-to-day

maintenance within the scope of the approval; and,

(2) demonstrate that it has access to all other equipment and tools used only
on an occasional basis.

(b) Tools and equipment shall be controlled and calibrated to an officially

recognised standard. Records of such calibrations and the standard used shall
be kept by the organisation.

(c) The organisation shall inspect, classify and appropriately segregate all
incoming components.

MCAR-M.A.609 Maintenance data

The approved maintenance organisation shall hold and use applicable current
maintenance data specified in MCAR-M.A.401 in the performance of maintenance
including modifications and repairs. In the case of customer provided maintenance
data, it is only necessary to have such data when the work is in progress.

MCAR-M.A.610 Maintenance work orders

Before the commencement of maintenance a written work order shall be agreed

between the organisation and the organisation requesting maintenance to clearly
establish the maintenance to be carried out.

MCAR-M.A.611 Maintenance standards

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

MCAR-M.A.612 Aircraft certificate of release to service

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

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MCAR-M.A.613 Component certificate of release to service

(a) At the completion of all required component maintenance in accordance with

this Subpart a component certificate of release to service shall be issued in
accordance with point M.A.802. DCA Form 1 shall be issued except for those
components maintained in accordance with points M.A.502 (b), M.A.502 (d) or
M.A.502 (e) and components fabricated in accordance with point M.A.603(c).

(b) The component certificate release to service document, DCA Form 1 may be
generated from a computer database.

MCAR-M.A.614 Maintenance records

(a) The approved maintenance organisation shall record all details of work carried
out. Records necessary to prove all requirements have been met for issuance
of the certificate of release to service including the sub-contractor’s release
documents shall be retained.

(b) The approved maintenance organisation shall provide a copy of each certificate
of release to service to the aircraft owner, together with a copy of any specific
repair/modification data used for repairs/modifications carried out.

(c) The approved maintenance organisation shall retain a copy of all maintenance
records and any associated maintenance data for three years from the date the
aircraft or aircraft component to which the work relates was released from the
approved maintenance organisation.

1 The records under this point shall be stored in a manner that ensures
protection from damage, alteration and theft.

2 All computer hardware used to ensure backup shall be stored in a

different location from that containing the working data in an environment
that ensures they remain in good condition.

3 Where an approved maintenance organisation terminates its operation,

all retained maintenance records covering the last three years shall be
distributed to the last owner or customer of the respective aircraft or
component or shall be stored as specified by the Authority.

MCAR-M.A.615 Privileges of the organisation

The maintenance organisation approved in accordance with Section A, Subpart F of

this MCAR-Part M), may:

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(a) maintain any aircraft and/or component for which it is approved at the locations
specified in the approval certificate and the maintenance organisation manual;

(b) arrange for the performance of specialized services under the control of the
maintenance organisation at another organisation appropriately qualified,
subject to appropriate procedures being established as part of the Maintenance
Organisation Manual approved by the Authority directly;

(c) maintain any aircraft and/or component for which it is approved at any location
subject to the need of such maintenance arising either from the unserviceability
of the aircraft or from the necessity of supporting occasional maintenance,
subject to the conditions specified in the Maintenance Organisation Manual;

(d) issue certificates of release to service on completion of maintenance, in

accordance with point MCAR-M.A.612 or point M.A.613.

MCAR-M.A.616 Organisational review

To ensure that the approved maintenance organisation continues to meet the

requirements of this Subpart, it shall organise, on a regular basis, organisational
reviews.

MCAR-M.A.617 Changes to the approved maintenance organisation

In order to enable the Authority to determine continued compliance with this Part, the
approved maintenance organisation shall notify it of any proposal to carry out any of
the following changes, before such changes take place:

1 the name of the organisation;

2 the location of the organisation;

3 additional locations of the organisation;

4 the accountable manager;

5 any of the persons specified in point MCAR-M.A.606 (b);

6 the facilities, equipment, tools, material, procedures, work scope and certifying
staff that could affect the approval.

In the case of proposed changes in personnel not known to the management

beforehand, these changes shall be notified at the earliest opportunity.

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MCAR-M.A.618 Continued validity of approval

(a) An approval shall be issued for a period of twelve months or any other duration
as deem fit by the Authority. It shall remain valid subject to:

1 the organisation remaining in compliance with this Part, in accordance

with the provisions related to the handling of findings as specified under
point MCAR-M.A.619, and;

2 the Authority being granted access to the organisation to determine

continued compliance with this Part, and;

3 the approval not being surrendered or revoked;

(b) Upon surrender or revocation, the approval certificate shall be returned to the
Authority.

MCAR-M.A.619 Findings

(a) A level 1 finding is any significant non-compliance with MCAR-Part-M

requirements which lowers the safety standard and hazards seriously the flight
safety.

(b) A level 2 finding is any non-compliance with the Part-M requirements which
could lower the safety standard and possibly hazard the flight safety.

(c) After receipt of notification of findings, the holder of the maintenance

organisation approval shall define a corrective action plan and demonstrate
corrective action to the satisfaction of the Authority within a period agreed with
the Authority.

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Subpart G
CONTINUING AIRWORTHINESS MANAGEMENT
ORGANISATION

MCAR-M.A.701 Scope

This Subpart establishes the requirements to be met by an organisation to qualify for

the issue or continuation of an approval for the management of aircraft continuing
airworthiness.

MCAR-M.A.702 Application

An application for issue or change of a continuing airworthiness management

organisation approval shall be made on a form and in a manner established by the
Authority.

MCAR-M.A.703 Extent of approval

(a) The approval is indicated on a certificate included in Appendix VI issued by the

Authority.

(b) Notwithstanding point (a), for commercial air transport, the approval shall be
part of the air operator certificate issued by the Authority, for the aircraft
operated.

(c) The scope of work deemed to constitute the approval shall be specified in the
continuing airworthiness management exposition in accordance with point
MCAR-M.A.704.

MCAR-M.A.704 Continuing airworthiness management exposition

(a) The continuing airworthiness management organisation shall provide a

continuing airworthiness management exposition containing the following
information:

1 a statement signed by the accountable manager to confirm that the

organisation will work in accordance with this Part and the exposition at
all times, and;

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2 the organisation’s scope of work, and;

3 the title(s) and name(s) of person(s) referred to in points MCAR-MCAR-

M.A.706(a), MCAR-M.A.706(c), MCAR-M.A.706(d) and MCAR-
M.A.706(i);

4 an organisation chart showing associated chains of responsibility

between all the person(s) referred to in points MCAR-M.A.706(a),
MCAR-M.A.706(c), MCAR-M.A.706(d) and MCAR-M.A.706(i);

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

specifying, where applicable, the staff authorised to issue Certificate of
fitness for flight 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, and;

8 the continuing airworthiness management exposition amendment

procedures.

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.

(b) The continuing airworthiness management exposition and its amendments

shall be approved by the Authority.

(c) Notwithstanding point (b), minor amendments to the exposition may be

approved indirectly through an indirect approval procedure. The indirect
approval procedure shall define the minor amendment eligible, be established
by the continuing airworthiness management organisation as part of the
exposition and be approved by the Authority responsible for that continuing
airworthiness management organisation.

MCAR-M.A.705 Facilities

The continuing airworthiness management organisation shall provide suitable office

accommodation at appropriate locations for the personnel specified in point MCAR-
M.A.706.

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MCAR-M.A.706 Personnel requirements

(a) The organisation shall appoint an accountable manager, who has corporate
authority for ensuring that all continuing airworthiness management activities
can be financed and carried out in accordance with this Part.

(b) For commercial air transport the point (a) accountable manager shall be the
person who also has corporate authority for ensuring that all the operations of
the operator can be financed and carried out to the standard required for the
issue of an air operator’s certificate.

(c) A person or group of persons shall be nominated with the responsibility of

ensuring that the organisation is always in compliance with this part. Such
person(s) shall be ultimately responsible to the accountable manager.

(d) For commercial air transport, the accountable manager shall designate a
nominated post holder. This person shall be responsible for the management
and supervision of continuing airworthiness activities, pursuant to point (c).

(e) The nominated post holder referred to in point (d) shall not be employed by an
MCAR-Part-145 approved organisation under contract to the operator, unless
specifically agreed by the Authority.

(f) The organisation shall have sufficient appropriately qualified staff for the
expected work.

(g) All point (c) and (d) persons shall be able to show relevant knowledge,
background and appropriate experience related to aircraft continuing
airworthiness.

(h) The qualification of all personnel involved in continuing airworthiness

management shall be recorded.

(i) Reserved.

(j) The organisation shall define and keep updated in the continuing airworthiness
management exposition the title(s) and name(s) of person(s) referred to in
MCAR- M.A.706 (a), MCAR-M.A.706(c), MCAR-M.A.706 (d) and MCAR-
M.A.706 (i).

(k) For all large aircraft and for aircraft used for commercial air transport the
organisation shall establish and control the competence of personnel involved
in the continuing airworthiness management, airworthiness review and/or
quality audits in accordance with a procedure and to a standard agreed by the
Authority.

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MCAR-M.A.707 Airworthiness review staff

(a) To be approved to carry out airworthiness reviews and, if applicable, to issue

certificate of fitness for flight, an approved continuing airworthiness
management organisation shall have appropriate airworthiness review staff to
issue airworthiness review certificates or recommendations referred to in
Section A of Subpart I and, if applicable, to issue a Certificate of fitness for flight
in accordance with MCAR- M.A.711(c):

1 For all aircraft used in commercial air transport, and aircraft above 2730
kg MTOM, except balloons, these staff shall have acquired:

(a) at least five years' experience in continuing airworthiness, and

(b) an appropriate license in compliance with MCAR-Part-66 or an

aeronautical degree or a national equivalent; and

(c) formal aeronautical maintenance training; and

(d) a position within the approved organisation with appropriate

responsibilities.

(e) Notwithstanding points (a) to (d), the requirement laid down in

MCAR- M.A.707 (a) 1(b) may be replaced by five years of
experience in continuing airworthiness additional to those already
required by MCAR- M.A.707 (a) 1(a).

2 For aircraft not used in commercial air transport of 2730 kg MTOM and
below, and balloons, these staff shall have acquired:

(a) at least three years' experience in continuing airworthiness; and

(b) an appropriate license in compliance with MCAR-Part-66 or an

aeronautical degree or a national equivalent; and

(c) appropriate aeronautical maintenance training; and

(d) a position within the approved organisation with appropriate

responsibilities;

(e) Notwithstanding points (a) to (d), the requirement laid down in

MCAR-M.A.707 (a) 2(b) may be replaced by four years of
experience in continuing airworthiness additional to those already
required by MCAR-M.A.707 (a) 2(a).

(b) Airworthiness review staff nominated by the approved continuing airworthiness

organisation can only be issued an authorisation by the approved continuing
airworthiness organisation when formally accepted by the Authority after
satisfactory completion of an airworthiness review under supervision.

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

(d) Airworthiness review staff shall be identified by listing each person in the
continuing airworthiness management exposition together with their
airworthiness review authorisation reference.

(e) 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 relevant continuing airworthiness management experience and
training and a copy of the authorisation. This record shall be retained until two
years after the airworthiness review staff have left the organisation.

MCAR-M.A.708 Continuing airworthiness management

(a) All continuing airworthiness management shall be carried out according to the
prescriptions of MCAR-M.A Subpart C.

(b) For every aircraft managed, the approved continuing airworthiness

management organisation shall:

1 develop and control a maintenance programme for the aircraft managed

including any applicable reliability programme,

2 present the aircraft maintenance programme and its amendments to the

Authority for approval, unless covered by an indirect approval procedure
in accordance with MCAR-M.A.302(c), and provide a copy of the
programme to the owner of aircraft not involved in commercial air
transport,

3 manage the approval of modification and repairs,

4 ensure that all maintenance is carried out in accordance with the

approved maintenance programme and released in accordance with
MCAR-M.A. Subpart H,

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,

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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.

(c) In the case of commercial air transport, when the operator is not appropriately
approved to MCAR-Part-145, the operator shall establish a written
maintenance contract between the operator and an MCAR-Part-145 approved
organisation or another operator, detailing the functions specified in points
MCAR-M.A.301-2, MCAR-M.A.301-3, MCAR-M.A.301-5 and MCAR-M.A.301-
6, ensuring that all maintenance is ultimately carried out by an MCAR-Part-145
approved maintenance organisation and defining the support of the quality
functions of point MCAR-M.A.712(b). The aircraft base, scheduled line
maintenance and engine maintenance contracts, together with all
amendments, shall be approved by the Authority. However, in the case of:

1 an aircraft requiring unscheduled line maintenance, the contract may be

in the form of individual work orders addressed to the MCAR-Part-145
maintenance organisation.

2 component maintenance, including engine maintenance, the contract as

referred to in point (c) may be in the form of individual work orders
addressed to the MCAR-Part-145 maintenance organisation.

MCAR-M.A.709 Documentation

(a) The approved continuing airworthiness management organisation shall hold

and use applicable current maintenance data in accordance with MCAR-
M.A.401 for the performance of continuing airworthiness tasks referred to in
MCAR-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 MCAR-M.A.714.

(b) For aircraft not involved in commercial air transport, the approved continuing
airworthiness management organisation may develop “baseline” and/or
“generic” maintenance programmes in order to allow for the initial approval
and/or the extension of the scope of an approval without having the contracts
referred to in Appendix I to this MCAR-Part M. These “baseline” and/or “generic”

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maintenance programmes however do not preclude the need to establish an

adequate Aircraft Maintenance Programme in compliance with MCAR-M.A.302
in due time before exercising the privileges referred to in MCAR-M.A.711.

MCAR-M.A.710 Airworthiness review

(a) To satisfy the requirement for the airworthiness review of an aircraft referred to
in MCAR-M.A.901, a full documented review of the aircraft records shall be
carried out by the approved continuing airworthiness management organisation
in order to be satisfied that:

1 airframe, engine and propeller flying hours and associated flight cycles
have been properly recorded; and

2 the flight manual is applicable to the aircraft configuration and reflects

the latest revision status; and

3 all the maintenance due on the aircraft according to the approved

maintenance programme has been carried out; and

4 all known defects have been corrected or, when applicable, carried
forward in a controlled manner; and

5 all applicable airworthiness directives have been applied and properly

registered; and

6 all modifications and repairs applied to the aircraft have been registered
and are in compliance with MCAR-Part-21 and

7 all service life limited components installed on the aircraft are properly
identified, registered and have not exceeded their approved service life
limit; and

8 all maintenance has been released in accordance with MCAR-Part-M;

and

9 the current mass and balance statement reflects the configuration of the
aircraft and is valid; and

10 the aircraft complies with the latest revision of its type design approved
by the Authority; and

11 if required, the aircraft holds a noise certificate corresponding to the

current configuration of the aircraft in compliance with Subpart I of the
MCAR-Part-21

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(b) The airworthiness review staff of the approved continuing airworthiness

management organisation shall carry out a physical survey of the aircraft. For
this survey, airworthiness review staff not appropriately qualified to MCAR-Part-
66 shall be assisted by such qualified personnel.

(c) Through the physical survey of the aircraft, the airworthiness review staff shall
ensure that:

1 all required markings and placards are properly installed; and

2 the aircraft complies with its approved flight manual; and

3 the aircraft configuration complies with the approved documentation;

and

4 no evident defect can be found that has not been addressed according
to MCAR- M.A.403; and

5 no inconsistencies can be found between the aircraft and the point (a)
documented review of records.

(d) Reserved.

(e) The airworthiness review certificate (DCA Form 15) referred to in Appendix III
to MCAR Part-M can only be issued:

1 by airworthiness review staff appropriately authorised in accordance with

MCAR-M.A.707 on behalf of the approved continuing airworthiness
management organisation or by certifying staff in cases provided for in
MCAR-M.A.901(g); and

2 when satisfied that the airworthiness review has been completely carried
out and that there is no non-compliance which is known to endanger
flight safety.

(f) A copy of any airworthiness review certificate issued for an aircraft shall be sent
to the Authority within 10 days.

(g) Airworthiness review tasks shall not be sub-contracted.

(h) Should the outcome of the airworthiness review be inconclusive, the Authority
shall be informed as soon as practicable but in any case within 72 hours of the
organisation identifying the condition to which the review relates.

MCAR-M.A.711 Privileges of the organisation

(a) A continuing airworthiness management organisation approved in accordance

with Section A, Subpart G of this MCAR-Part M may:

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1 manage the continuing airworthiness of aircraft, except those involved in

commercial air transport, as listed on the approval certificate.

2 manage the continuing airworthiness of commercial air transport aircraft

when listed both on its approval certificate and on its Air Operator
Certificate (AOC);

3 arrange to carry out limited continuing airworthiness tasks with any

contracted organisation, working under its quality system, as listed on
the approval certificate;

4 Reserved.

(b) An approved continuing airworthiness management organisation registered in

Mauritius may, additionally, be approved to carry out airworthiness reviews
referred to in MCAR-M.A.710 and:

1 issue the related airworthiness review certificate it in due time under the
conditions of MCAR-M.A.901(c) 2 or MCAR-M.A.901 (e) 2; and,

2 Reserved.

(c) A continuing airworthiness management organisation whose approval includes

the privileges referred to in MCAR-M.A.711(b) may additionally be approved to
issue a Certificate of Fitness for flight in accordance with MCAR-Part
21A.711(d) 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 MCAR- M.A.704.

MCAR-M.A.712 Quality system

(a) To ensure that the approved continuing airworthiness management

organisation continues to meet the requirements of this Subpart, it shall
establish a quality system and designate a quality manager to monitor
compliance with, and the adequacy of, procedures required to ensure airworthy
aircraft. Compliance monitoring shall include a feedback system to the
accountable manager to ensure corrective action as necessary.

(b) The quality system shall monitor activities carried out under MCAR-M.A.
Subpart G. It shall at least include the following functions:

1 monitoring that all activities carried out under MCAR-M.A. Subpart G are
being performed in accordance with the approved procedures, and;

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2 monitoring that all contracted maintenance is carried out in accordance

with the contract, and;

3 monitoring the continued compliance with the requirements of this Part.

(c) The records of these activities shall be stored for at least two years.

(d) Where the approved continuing airworthiness management organisation is

approved in accordance with another Part, the quality system may be combined
with that required by the other Part.

(e) In case of commercial air transport the quality system provided for in MCAR-
M.A. Subpart G shall be an integrated part of the operator’s quality system.

(f) In the case of a small organisation not managing the continuing airworthiness
of aircraft used in commercial air transport, the quality system may be replaced
by regular organisational reviews subject to the approval of the Authority,
except when the organisation issues airworthiness review certificates for
aircraft above 2730 kg MTOM other than balloons. In the case where there is
no quality system, the organisation shall not contract continuing airworthiness
management tasks to other parties.

MCAR-M.A.713 Changes to the approved continuing airworthiness

organisation

In order to enable the Authority to determine continued compliance with this Part, the
approved continuing airworthiness management organisation shall notify it of any
proposal to carry out any of the following changes, before such changes take place:

1 the name of the organisation.

2 the location of the organisation.

3 additional locations of the organisation.

4 the accountable manager.

5 any of the persons specified in MCAR-M.A.706(c).

6 the facilities, procedures, work scope and staff that could affect the approval.

In the case of proposed changes in personnel not known to the management

beforehand, these changes shall be notified at the earliest opportunity.

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MCAR-M.A.714 Record-keeping

(a) The continuing airworthiness management organisation shall record all details
of work carried out. The records required by MCAR-M.A.305 and if applicable
MCAR-M.A.306 shall be retained.

(b) If the continuing airworthiness management organisation has the privilege

referred to in MCAR-M.A.711 (b), it shall retain a copy of each airworthiness
review certificate issued together with all supporting documents.

(c) If the continuing airworthiness management organisation has the privilege

referred to in MCAR-M.A.711(c), it shall retain a copy of each Certificate of
Fitness for flight of MCAR-21A.729.

(d) The continuing airworthiness management organisation shall retain a copy of

all records referred to in points (b) and (c) until two years after the aircraft has
been permanently withdrawn from service.

(e) The records shall be stored in a manner that ensures protection from damage,
alteration and theft.

(f) 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.

(g) Where continuing airworthiness management of an aircraft is transferred to

another organisation or person, all retained records shall be transferred to the
said organisation or person. The time periods prescribed for the retention of
records shall continue to apply to the said organisation or person.

(h) Where a continuing airworthiness management organisation terminates its

operation, all retained records shall be transferred to the owner of the aircraft.

MCAR-M.A.715 Continued validity of approval

(a) An approval shall be issued for a period of twelve months or any other duration
as deem fit by the Authority. It shall remain valid subject to:

1 the organisation remaining in compliance with this Part, and;

2 the Authority being granted access to the organisation to determine

continued compliance with this Part, and;

3 the approval not being surrendered or revoked.

(b) Upon surrender or revocation, the approval certificate shall be returned to the
Authority.

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MCAR-M.A.716 Findings

(a) A level 1 finding is any significant non-compliance with MCAR-Part-M

requirements which lowers the safety standard and hazards seriously the flight
safety.

(b) A level 2 finding is any non-compliance with the MCAR-Part-M requirements

which could lower the safety standard and possibly hazard the flight safety.

(c) After receipt of notification of findings, the holder of the continuing airworthiness
management organisation approval shall define a corrective action plan and
demonstrate corrective action to the satisfaction of the Authority within a period
agreed with the authority.

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Subpart H
CERTIFICATE OF RELEASE TO SERVICE – CRS

MCAR-M.A.801 Aircraft certificate of release to service

(a) Except for aircraft released to service by a maintenance organisation approved

in accordance with MCAR-Part-145, the certificate of release to service shall
be issued according to this Subpart;

(b) No aircraft can be released to service unless a certificate of release to service

is issued at the completion of any maintenance, when satisfied that all
maintenance required has been properly carried out, by:

1 appropriate certifying staff on behalf of the maintenance organisation

approved in accordance with Section A, Subpart F of this MCAR-Part M;
or

2 certifying staff in compliance with the requirements laid down in MCAR-

Part-66, except for complex maintenance tasks listed in Appendix VII to
this part for which point 1 applies; or

3 by the Pilot-owner in compliance with point MCAR-M.A.803;

(c) Reserved.

(d) By derogation from MCAR-M.A.801(b), in the case of unforeseen situations,

when an aircraft is grounded at a location where no approved maintenance
organisation appropriately approved under this part or MCAR-Part-145 and no
appropriate certifying staff are available, the owner/operator may authorise any
person, with not less than three years of appropriate maintenance experience
and holding the proper qualifications, to maintain according to the standards
set out in Subpart D of this part and release the aircraft. The owner/operator
shall in that case:

1 obtain and keep in the aircraft records details of all the work carried out
and of the qualifications held by that person issuing the certification; and

2 ensure that any such maintenance is rechecked and released by an

appropriately authorised person referred to in MCAR- M.A.801(b) or an
organisation approved in accordance with Section A, Subpart F of this
MCAR-Part M, or with MCAR-Part-145 at the earliest opportunity but
within a period not exceeding seven days; and

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3 notify the organisation responsible for the continuing airworthiness

management of the aircraft when contracted in accordance with point
MCAR-M.A.201(e).

(e) In the case of a release to service in accordance with MCAR-M.A.801(b)2 or

MCAR-M.A.801(c), the certifying staff may be assisted in the execution of the
maintenance tasks by one or more persons subject to his/her direct and
continuous control;

(f) A certificate of release to service shall contain as a minimum:

1 basic details of the maintenance carried out; and

2 the date such maintenance was completed; and

3 the identity of the organisation and/or person issuing the release to

service, including:

(i) the approval reference of the maintenance organisation approved

in accordance with Section A, Subpart F of this MCAR-Part-M and
the certifying staff issuing such a certificate;

or

(ii) in the case of MCAR-M.A.801 (b) 2 or MCAR-M.A.801(c)

certificate of release to service, the identity and if applicable
licence number of the certifying staff issuing such a certificate;

4 the limitations to airworthiness or operations, if any.

(g) By derogation from point (b) and notwithstanding the provisions of point (h),
when the maintenance prescribed cannot be completed, a certificate of release
to service may be issued within the approved aircraft limitations. Such fact
together with any applicable limitations of the airworthiness or the operations
shall be entered in the aircraft certificate of release to service before its issue
as part of the information required in point (f)4;

(h) A certificate of release to service shall not be issued in the case of any known
non-compliance which endangers flight safety.

MCAR-M.A.802 Component certificate of release to service

(a) A certificate of release to service shall be issued at the completion of any

maintenance carried out on an aircraft component in accordance with MCAR-
M.A.502.

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(b) The authorised release certificate identified as DCA Form 1 constitutes the
component certificate of release to service, except when such maintenance on
aircraft components has been performed in accordance with MCAR- M.A.502
(b), MCAR-M.A.502 (d) or MCAR-M.A.502 (e) in which case the maintenance
is subject to aircraft release procedures in accordance with MCAR-M.A.801.

MCAR-M.A.803 Pilot-owner authorisation

(a) To qualify as a Pilot-owner, the person must:

1 hold a valid pilot licence (or equivalent) issued or validated by the

Authority for the aircraft type or class rating; and

2 own the aircraft, either as sole or joint owner; that owner must be:

(i) one of the natural persons on the registration form; or

(ii) a member of a non-profit recreational legal entity, where the legal

entity is specified on the registration document as owner or
operator, and that member is directly involved in the decision
making process of the legal entity and designated by that legal
entity to carry out Pilot-owner maintenance.

(b) For any privately operated non-complex motor-powered aircraft of 2730 kg

MTOM and below, sailplane, powered sailplane or balloon, the Pilot-owner may
issue a certificate of release to service after limited Pilot-owner maintenance as
specified in Appendix VIII.

(c) The scope of the limited Pilot-owner maintenance shall be specified in the
aircraft maintenance programme referred to in MCAR-M.A.302.

(d) The certificate of release to service shall be entered in the logbooks and contain
basic details of the maintenance carried out, the maintenance data used, the
date on which that maintenance was completed and the identity, the signature
and pilot licence number of the Pilot-owner issuing such a certificate.

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Subpart I
AIRWORTHINESS REVIEW CERTIFICATE

MCAR-M.A.901 Aircraft airworthiness review

To assess the continued airworthiness of an aircraft an airworthiness review of the

aircraft and its continuing airworthiness records shall be carried out every six months.

(a) An airworthiness review certificate is issued in accordance with Appendix III

(DCA Form 15) on completion of a satisfactory airworthiness review. The
airworthiness review certificate is valid for a period of six month.

(b) An aircraft in a controlled environment is an aircraft

(i) continuously managed during the previous 12 months by a unique

continuing airworthiness management organisation approved in
accordance with Section A, Subpart G, of this MCAR-Part-M), and

(ii) which has been maintained for the previous 12 months by maintenance
organisations approved in accordance with Section A, Subpart F of this
MCAR-Part-M, or with MCAR-Part-145. This includes maintenance
tasks referred to in point MCAR-M.A.803 (b) carried out and released to
service in accordance with point MCAR-M.A.801 (b) 2 or point MCAR-
M.A.801 (b) 3;

(c) For all aircraft used in commercial air transport, and aircraft above 2730 kg
MTOM, except balloons, that are in a controlled environment, the organisation
referred to in (b) managing the continuing airworthiness of the aircraft may, if
appropriately approved, and subject to compliance with point (k):

1 issue an airworthiness review certificate in accordance with point MCAR-

M.A.710, and;

2 Reserved.

(d) Reserved.

(e) For aircraft not used in commercial air transport of 2730 kg MTOM and below,
and balloons, any continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of this MCAR-Part M and
appointed by the owner or operator may, if appropriately approved and subject
to point (k):

1 issue the airworthiness review certificate in accordance with point MCAR

M.A.710, and;

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2 Reserved.

(f) Reserved.

(g) Reserved.

(h) Reserved.

(i) Reserved.

(j) Reserved.

(k) An airworthiness review certificate cannot be issued if there is evidence or

reason to believe that the aircraft is not airworthy.

MCAR-M.A.902 Validity of the airworthiness review certificate

(a) Reserved.

(b) An aircraft must not fly if the airworthiness certificate is invalid or if:

1 the continuing airworthiness of the aircraft or any component fitted to the

aircraft does not meet the requirements of this Part; or;

2 the aircraft does not remain in conformity with the type design approved
by the Authority; or

3 the aircraft has been operated beyond the limitations of the approved
flight manual or the airworthiness certificate, without appropriate action
being taken; or

4 the aircraft has been involved in an accident or incident that affects the
airworthiness of the aircraft, without subsequent appropriate action to
restore airworthiness; or

5 a modification or repair is not in compliance with the MCAR-Part-21.

(c) Reserved.

MCAR-M.A.903 Transfer of aircraft registration within Mauritius.

(a) When transferring an aircraft registration within Mauritius, the applicant shall:

1 inform the Authority, then;

2 apply to the Authority for the amendment of the Certificate of

Registration in accordance with Civil Aviation Regulations.

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(b) Notwithstanding point MCAR-M.A.902(a)(3), the former airworthiness review

certificate shall remain valid until its expiry date.

MCAR-M.A.904 Airworthiness review of aircraft imported into Mauritius

(a) When importing an aircraft into Mauritius from a third country, the applicant
shall:

1 apply to the Authority for the issuance of a new airworthiness certificate

in accordance with the MCAR-Part-21; and

2 for aircraft other than new, have an airworthiness review carried out
satisfactorily in accordance with MCAR-M.A.901; and

3 have all maintenance carried out to comply with the approved

maintenance programme in accordance with MCAR-M.A.302.

(b) Reserved.

(c) The owner shall allow access to the aircraft for inspection by the Authority.

(d) A new airworthiness certificate will be issued by the Authority when it is satisfied
the aircraft complies with the prescriptions of MCAR-Part-21.

(e) Reserved.

MCAR-M.A.905 Findings

(a) A level 1 finding is any significant non-compliance with MCAR-Part-M

requirements which lowers the safety standard and hazards seriously the flight
safety.

(b) A level 2 finding is any non-compliance with the MCAR-Part-M requirements

which could lower the safety standard and possibly hazard the flight safety.

(c) After receipt of notification of findings, the person or organisation accountable

referred to in MCAR- M.A.201 shall define a corrective action plan and
demonstrate corrective action to the satisfaction of the Authority within a period
agreed with the authority including appropriate corrective action to prevent
reoccurrence of the finding and its root cause.

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SECTION B

AMC-M1

A competent authority may be a ministry, a national aviation authority, or any aviation

body designated by the Minister assigned the responsibility of Civil Aviation. The
Minister may designate more than one competent authority to cover different areas of
responsibility, as long as the designation decision contains a list of the competencies
of each authority and there is only one competent authority responsible for each given
area of responsibility.

AMC M.A.201 (e) Responsibilities

The limited contract for the development and approval of the aircraft maintenance
programme should cover the responsibilities related to MCAR-M.A.302 (d) and (g).
This contract may also entitle the MCAR-M.A. Subpart G organisation to use the
indirect approval procedure described in MCAR-M.A.302(c).

AMC M.A.201 (h) Responsibilities

1. Reference to aircraft includes the components fitted to or intended to be fitted

to the aircraft

2. The performance of ground de-icing and anti-icing activities does not require a
maintenance organisation approval. Nevertheless, inspections required to
detect, and when necessary eliminate de-icing and/or anti-icing fluid residues
are considered maintenance. Such inspections may only be carried out by
suitably authorised personnel.

3. The requirement means that the operator is responsible for determining what
maintenance is required, when it has to be performed and by whom and to what
standard, in order to ensure the continued airworthiness of the aircraft being
operated.

4. An operator should therefore have adequate knowledge of the design status

(type specification, customer options, airworthiness directives (AD),
airworthiness limitations contained in CS-25 Book 1, Appendix H, paragraph
H25.1 or any applicable certification specification, fuel tank system
airworthiness limitations including Critical Design Configuration Control
Limitations (CDCCL) modifications, major repairs, operational equipment) and
required and performed maintenance. The Status of aircraft design and
maintenance should be adequately documented to support the performance of
the quality system.

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5. An operator should establish adequate co-ordination between flight operations

and maintenance to ensure that both will receive all information on the condition
of the aircraft necessary to enable both to perform their tasks.

6. The requirement does not mean that an operator himself performs the
maintenance (this is to be done by a maintenance organisation approved under
MCAR-Part-145) but that the operator carries the responsibility for the airworthy
condition of aircraft it operates and thus should be satisfied before the intended
flight that all required maintenance has been properly carried out.

7. When an operator is not appropriately approved in accordance with MCAR-

Part-145, the operator should provide a clear work order to the maintenance
contractor. The fact that an operator has contracted a maintenance
organisation approved under MCAR-Part-145 should not prevent it from
checking at the maintenance facilities on any aspect of the contracted work if
he wishes to do so to satisfy his responsibility for the airworthiness of the
aircraft.

AMC M.A.201 (h) (1) Responsibilities (*)

1. An operator only needs to be approved for the management of the continuing

airworthiness of the aircraft listed on its AOC. The approval to carry out
airworthiness reviews is optional.

2. This approval does not prevent the operator subcontracting certain continuing
airworthiness management tasks to competent persons or organisations. This
activity is considered as an integral element of the operator’s MCAR-M.A.
Subpart G approval. The regulatory monitoring is exercised through the
operator’s MCAR-M.A. Subpart G. approval. The contracts should be
acceptable to the Authority.

3. The accomplishment of continuing airworthiness activities forms an important

part of the operator’s responsibility with the operator remaining accountable for
satisfactory completion irrespective of any contract that may be established.

* see Appendices to MCAR-Part M - Appendix II to AMC M.A.201 (h)

4. MCAR-Part-M does not provide for organisations to be independently approved

to perform continuing airworthiness management tasks on behalf of commercial
air transport operators. The approval of such activity is vested in the operator’s
air operator’s certificate (AOC). The sub-contracted organisation is considered
to perform the continuing airworthiness management tasks as an integral part
of the operator’s continuing airworthiness management system, irrespective of

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any other approval held by the subcontractor including an MCAR- M.A. Subpart
G approval.

5. The operator is ultimately responsible and therefore accountable for the

airworthiness of its aircraft. To exercise this responsibility the operator should
be satisfied that the actions taken by sub-contracted organisations meet the
standards required by MCAR- M.A. Subpart G. The operator’s management of
such activities should therefore be accomplished

(a) by active control through direct involvement and/or

(b) by endorsing the recommendations made by the sub-contracted

organisation.

6. In order to retain ultimate responsibility the operator should limit sub-contracted

tasks to the activities specified below:

(a) airworthiness directive analysis and planning

(b) service bulletin analysis

(c) planning of maintenance

(d) reliability monitoring, engine health monitoring

(e) maintenance programme development and amendments

(f) any other activities which do not limit the operators’ responsibilities as
agreed by the Authority.

7. The operator’s management controls associated with sub-contracted

continuing airworthiness management tasks should be reflected in the
associated written contract and be in accordance with the operator’s policy and
procedures defined in his continuing airworthiness management exposition.
When such tasks are sub-contracted the operator’s continuing airworthiness
management system is considered to be extended to the sub-contracted
organisation.

8. With the exception of engines and auxiliary power units, contracts would
normally be limited to one organisation per aircraft type for any combination of
the activities described in Appendix II. Where arrangements are made with
more than one organisation the operator should demonstrate that adequate co-
ordination controls are in place and that the individual responsibilities are clearly
defined in related contracts.

9. Contracts should not authorise the sub-contracted organisation to sub-contract

to other organisations elements of the continuing airworthiness management
tasks.

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10. The operator should ensure that any findings arising from the Authority
monitoring of the sub-contracted continuing airworthiness management tasks
will be closed to the satisfaction of the Authority. This provision should be
included in the contract.

11. The sub-contracted organisation should agree to notify the respective operators
of any changes affecting the contracts as soon as practical. The operator
should then inform the Authority. Failure to do so may invalidate the Authority
acceptance of the contract.

12. Appendix II provides information on the sub-contracting of continuing

airworthiness management tasks.

13. The operator should only sub contract to organisations which are specified by
the Authority on the AOC or DCA Form 14 as applicable.

AMC M.A.201 (h) (2) Responsibilities

1. The requirement is intended to provide for the possibility of the following three
alternative options:

(a) an operator to be approved in accordance with MCAR-Part-145 to carry

out all maintenance of the aircraft and components;

(b) an operator to be approved in accordance with MCAR-Part-145 to carry

out some of the maintenance of the aircraft and components. This, at
minimum, could be limited line maintenance but may be considerably
more but still short of option (a);

(c) an operator not approved in accordance with MCAR-Part-145 to carry

out any maintenance.

2. An operator or prospective operator may apply for any one of these options but
it will be for the Authority to determine which option may be accepted in each
particular case.

2.1 To make this determination the Authority will apply the primary criteria of
relevant operator experience if carrying out some or all maintenance on
comparable aircraft. Therefore where an operator applies for option (a)
– all maintenance – the Authority will need to be satisfied that the
operator has sufficient experience of carrying out all maintenance on a
comparable type. For example, assuming that the experience is judged
satisfactory, then it is reasonable from the maintenance viewpoint to add
a different wide bodied aircraft to an existing wide bodied fleet. If the
experience is not satisfactory or too limited the Authority may choose
either to require more experienced management and/or more

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experienced release to service staff or may refuse to accept the new

wide bodied aircraft if extra experienced staff cannot be found. Option
(b) or (c) may be possible alternatives.

2.2 Where an operator applies for option (b) – some maintenance or the
Authority has been unable to accept an application for option (a) – then
satisfactory experience is again the key but in this case the satisfactory
experience is related to the reduced maintenance of this option. If the
experience is not satisfactory or too limited the Authority may choose to
require more experienced staff or may refuse to accept the application if
such staff cannot be found. Option (c) may be the possible alternative.
Option (c) accepts that the operator either does not have satisfactory
experience or has only limited experience of some maintenance.

2.3 The Authority will require an operator to enter into a contract with an
appropriately approved MCAR-Part-145 organisation except in those
cases where the Authority believes that it is possible to obtain sufficient
satisfactorily experienced staff to provide the minimal maintenance
support for option (b), in which case option (b) would apply.

2.4 In respect of this paragraph, ‘experience’ means staffs who have proven
evidence that they were directly involved with at least line maintenance
of similar aircraft types for not less than 12 months. Such experience
should be demonstrated to be satisfactory. An operator is required to
have enough personnel meeting the requirements of MCAR-M.A.706 to
manage the maintenance responsibility whichever option is used.

AMC M.A.202 (a) Occurrence reporting

Accountable persons or organisations should ensure that the type certificate (TC)
holder receives adequate reports of occurrences for that aircraft type, to enable it to
issue appropriate service instructions and recommendations to all owners or
operators.

Liaison with the TC holder is recommended to establish whether published or

proposed service information will resolve the problem or to obtain a solution to a
particular problem.

An approved continuing airworthiness management or maintenance organisation

should assign responsibility for co-ordinating action on airworthiness occurrences and
for initiating any necessary further investigation and follow-up activity to a suitably
qualified person with clearly defined authority and status.

In respect of maintenance, reporting a condition which endangers flight safety is

normally limited to:

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 serious cracks, permanent deformation, burning or serious corrosion of

structure found during scheduled maintenance of the aircraft or component.

 failure of any emergency system during scheduled testing.

AMC M.A.202 (b) Occurrence reporting

The reports may be transmitted by any method, i.e. electronically, by post or by

facsimile. Each report should contain at least the following information:

 reporter or organisation’s name and approval reference if applicable,

 information necessary to identify the subject aircraft and/or component,

 date and time relative to any life or overhaul limitation in terms of flying
hours/cycles/landings etc., as appropriate,

 details of the occurrence.

EASA AMC 20-8 General Acceptable Means of Compliance for Airworthiness of

Products, Parts and Appliances provides further guidance on occurrence reporting.

AMC M.A.301-1 Continuing airworthiness tasks

1. With regard to the pre-flight inspection it is intended to mean all of the actions
necessary to ensure that the aircraft is fit to make the intended flight. These
should typically include but are not necessarily limited to:

(a) a walk-around type inspection of the aircraft and its emergency

equipment for condition including, in particular, any obvious signs of
wear, damage or leakage. In addition, the presence of all required
equipment including emergency equipment should be established.

(b) an inspection of the aircraft continuing airworthiness record system or

the operators technical log as applicable to ensure that the intended
flight is not adversely affected by any outstanding deferred defects and
that no required maintenance action shown in the maintenance
statement is overdue or will become due during the flight.

(c) a control that consumable fluids, gases etc. uplifted prior to flight are of
the correct specification, free from contamination, and correctly
recorded.

(d) a control that all doors are securely fastened.

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(e) a control that control surface and landing gear locks, pitot /static covers,
restraint devices and engine/aperture blanks have been removed.

(f) a control that all the aircraft’s external surfaces and engines are free from
ice, snow, sand, dust etc. and an assessment to confirm that, as the
result of meteorological conditions and de-icing/anti-icing fluids having
been previously applied on it, there are no fluid residues that could
endanger flight safety. Alternatively to this pre-flight assessment, when
the type of aircraft and nature of operations allow for it, the build-up of
residues may be controlled through scheduled maintenance
inspections/cleanings identified in the approved maintenance
programme.

2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered
as part of the pre-flight inspection. The related pre-flight inspection instructions
should address the procedures to determine where the necessary uplift or
inflation results from an abnormal consumption and possibly requires additional
maintenance action by the approved maintenance organisation or certifying
staff as appropriate.

3. In the case of commercial air transport, an operator should publish guidance to

maintenance and flight personnel and any other personnel performing pre-flight
inspection tasks, as appropriate, defining responsibilities for these actions and,
where tasks are contracted to other organisations, how their accomplishment
is subject to the quality system of MCAR-M.A.712. It should be demonstrated
to the Authority that pre-flight inspection personnel have received appropriate
training for the relevant pre-flight inspection tasks. The training standard for
personnel performing the pre-flight inspection should be described in the
operator’s continuing airworthiness management exposition.

AMC M.A.301-2 Continuing airworthiness tasks

In the case of commercial air transport the operator should have a system to 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 configuration deviation
list (CDL) as appropriate. Also that such defect rectification cannot be postponed
unless agreed by the operator and in accordance with a procedure approved by the
Authority.

In the case of commercial air transport or large aircraft, a system of assessment should
be in operation to support the continuing airworthiness of an aircraft and to provide a
continuous analysis of the effectiveness of the MCAR-M.A. Subpart G approved
continuing airworthiness management organisation’s defect control system in use.
The system should provide for:

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(a) significant incidents and defects: monitor incidents and defects that have
occurred in flight and defects found during maintenance and overhaul,
highlighting any that appear significant in their own right.

(b) repetitive incidents and defects: monitor on a continuous basis defects

occurring in flight and defects found during maintenance and overhaul,
highlighting any that are repetitive.

(c) deferred and carried forward defects: Monitor on a continuous basis deferred
and carried forward defects. Deferred defects are defined as those defects
reported in operational services which are deferred for later rectification.
Carried forward defects are defined as those defects arising during
maintenance which are carried forward for rectification at a later maintenance
input.

(d) unscheduled removals and system performance: analyse unscheduled

component removals and the performance of aircraft systems for use as part of
the maintenance programme efficiency.

When deferring or carrying forward a defect the cumulative effect of a number of

deferred or carried forward defects occurring on the same aircraft and any restrictions
contained in the MEL should be considered. Whenever possible, deferred defects
should be made known to the pilot/flight crew prior to their arrival at the aircraft.

AMC M.A.301-3 Continuing airworthiness tasks

The owner or the MCAR-M.A. Subpart G approved continuing airworthiness

management organisation as applicable should have a system to ensure that all
aircraft maintenance checks are performed within the limits prescribed by the
approved aircraft maintenance programme and that, whenever a maintenance check
cannot be performed within the required time limit, its postponement is allowed in
accordance with a procedure agreed by the Authority.

AMC M.A.301-4 Continuing airworthiness tasks

The operator or the contracted MCAR-M.A. Subpart G approved organisation as

applicable should have a system to analyse the effectiveness of the maintenance
programme, with regard to spares, established defects, malfunctions and damage,
and to amend the maintenance programme accordingly.

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AMC M.A.301-5 Continuing airworthiness tasks

Operational directives with a continuing airworthiness impact include operating rules

such as extended twin-engine operations (ETOPS) / long range operations (LROPS),
reduced vertical separation minima (RVSM), MNPS, all weather operations (AWOPS),
RNAV, etc.

Any other continued airworthiness requirement made mandatory by the Authority

includes TC related requirements such as: certification maintenance requirements
(CMR), certification life limited parts, airworthiness limitations contained in CS-25 Book
1, Appendix H, paragraph H25.1 or any applicable certification specification, fuel tank
system airworthiness limitations including Critical Design Configuration Control
Limitations (CDCCL) etc.

AMC M.A.301-7 Continuing airworthiness tasks

An operator or a contracted MCAR-M.A. Subpart G approved organisation as

applicable should establish and work to a policy, which assesses non-mandatory
information related to the airworthiness of the aircraft. Non mandatory information,
such as service bulletins, service letters and other information that is produced for the
aircraft and its components by an approved design organisation, the manufacturer, or
the Authority.

AMC M.A.302 Aircraft Maintenance Programme (*)

1. The term “maintenance programme” is intended to include scheduled

maintenance tasks the associated procedures and standard maintenance
practises. The term “maintenance schedule” is intended to embrace the
scheduled maintenance tasks alone.*

2. The aircraft should only be maintained to one approved maintenance

programme at a given point in time. Where an owner or operator wishes to
change from one approved programme to other, a transfer check or inspection
may need to be performed in order to implement the change.

3. The maintenance programme details should be reviewed at least annually. As

a minimum revisions of documents affecting the programme basis need to be
considered by the owner or operator for inclusion in the maintenance
programme during the annual review. Applicable mandatory requirements for
compliance with MCAR-Part-21 should be incorporated into the owner or
operator’s maintenance programme as soon as possible

4. The aircraft maintenance programme should contain a preface which will define
the maintenance programme contents, the inspection standards to be applied,

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permitted variations to task frequencies and, where applicable, any procedure

to manage the evolution of established check or inspection intervals.

Appendix I to AMC M.A.302 provides detailed information on the contents of an

approved aircraft maintenance programme.

5. Repetitive maintenance tasks derived from modifications and repairs should be

incorporated into the approved maintenance programme.

AMC M.A.302 (a) Aircraft Maintenance Programme

A maintenance programme may indicate that it applies to several aircraft registrations

as long as the maintenance programme clearly identifies the effectivity of the tasks
and procedures that are not applicable to all of the listed registrations.

AMC M.A.302 (d) Aircraft Maintenance Programme compliance

1. An owner or operator’s maintenance programme should normally be based

upon the maintenance review board (MRB) report where applicable, the
maintenance planning document (MPD), the relevant chapters of the
maintenance manual or any other maintenance data containing information on
scheduling. Furthermore, an owner or operator’s maintenance programme
should also take into account any maintenance data containing information on
scheduling for components.

* see Appendices to Part M – Appendix 1 to AMC M.A.302

2. Instructions issued by the Authority can encompass all types of instructions

from a specific task for a particular aircraft to complete recommended
maintenance schedules for certain aircraft types that can be used by the
owner/operator directly. These instructions may be issued by the Authority in
the following cases:

 in the absence of specific recommendations of the Type Certificate

Holder.

 to provide alternate instructions to those described in the subparagraph

1 above, with the objective of providing flexibility to the operator.

3. Where an aircraft type has been subjected to the MRB report process, an
operator should normally develop the initial operator’s aircraft maintenance
programme based upon the MRB report.

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4. Where an aircraft is maintained in accordance with an aircraft maintenance

programme based upon the MRB report process, any associated programme
for the continuous surveillance of the reliability, or health monitoring of the
aircraft should be considered as part of the aircraft maintenance programme.

5. Aircraft maintenance programmes for aircraft types subjected to the MRB report
process should contain identification cross reference to the MRB report tasks
such that it is always possible to relate such tasks to the current approved
aircraft maintenance programme. This does not prevent the approved aircraft
maintenance programme from being developed in the light of service
experience to beyond the MRB report recommendations but will show the
relationship to such recommendations

6. Some approved aircraft maintenance programmes, not developed from the

MRB process, utilise reliability programmes. Such reliability programmes
should be considered as a part of the approved maintenance programme.

7. Alternate and/or additional instructions to those defined in paragraphs MCAR-

M.A.302 (d) (i) and (ii), proposed by the owner or the operator, may include but
are not limited to the following:

 Escalation of the interval for certain tasks based on reliability data or

other supporting information. Appendix I recommends that the
maintenance programme contains the corresponding escalation
procedures. The escalation of these tasks is directly approved by the
Authority, except in the case of ALIs (Airworthiness Limitations), which
are approved by the Primary Certification Authority.

 More restrictive intervals than those proposed by the TC holder as a

result of the reliability data or because of a more stringent operational
environment.

 Additional tasks at the discretion of the operator.

AMC M.A.302 (f) Aircraft Maintenance Programme –reliability programmes.

1. Reliability programmes should be developed for aircraft maintenance

programmes based upon maintenance steering group (MSG) logic or those that
include condition monitored components or that do not contain overhaul time
periods for all significant system components.

2. Reliability programmes need not be developed for aircraft not considered as

large aircraft or that contain overhaul time periods for all significant aircraft
system components.

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3. The purpose of a reliability programme is to ensure that the aircraft

maintenance programme tasks are effective and their periodicity is adequate.

4. 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
task

5. A reliability programme provides an appropriate means of monitoring the

effectiveness of the maintenance programme.

6. Appendix I to AMC M.A.302 gives further guidance.

AMC M.A.304 Data for modifications and repairs

A person or organisation repairing an aircraft or component should assess the damage

against published approved repair data and the action to be taken if the damage is
beyond the limits or outside the scope of such data. This could involve any one or
more of the following options; repair by replacement of damaged parts, requesting
technical support from the type certificate holder or from an organisation approved in
accordance with MCAR-Part-21/EASA-Part-21/FAA-PART-21 or Canadian-Part-21
and finally the Authority approval of the particular repair data.

AMC M.A.305 (d) Aircraft continuing airworthiness record system

The current status of AD should identify the applicable AD including revision or

amendment numbers. Where an AD is generally applicable to the aircraft or
component type but is not applicable to the particular aircraft or component, then this
should be identified. The AD status includes the date when the AD was accomplished,
and where the AD is controlled by flight 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 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 method, where a choice is available in the AD. The status of
current modification and repairs means a list of embodied modification and repairs
together with the substantiating data supporting compliance with the airworthiness
requirements. This can be in the form of a Supplemental Type Certificate (STC), SB,
Structural Repair Manual (SRM) or similar approved document.

The substantiating data may include:

(a) compliance programme; and

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(b) master drawing or drawing list, production drawings, and installation

instructions; and

(c) engineering reports (static strength, fatigue, damage tolerance, fault analysis,
etc.); and

(d) ground and flight test programme and results; and

(e) mass and balance change data; and

(f) maintenance and repair manual supplements; and

(g) maintenance programme changes and instructions for continuing

airworthiness; and

(h) aircraft flight manual supplement.

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

AMC M.A.305 (d) (4) and AMC M.A.305 (h) Aircraft continuing airworthiness
record system

The term ‘service life-limited components’ embraces: (i) components subject to a

certified life limit after which the components should be retired, and (ii) components
subject to a service life limit after which the components should undergo maintenance
to restore their serviceability.

The current status of service life-limited aircraft components should indicate:

(i) for components subject to a certified life limit: the component life limitation, total
number of hours, accumulated cycles or calendar time and the number of
hours/cycles/time remaining before the required retirement time of the
component is reached;

(ii) for components subject to a service life limit: the component service life limit,
the hours, cycles or calendar time since the component has been restored back
to their service life and the remaining service (hours, cycles, calendar time) life
before the components need to undergo maintenance.

Any action that alters the components’ life limit (certified or service) or changes the
parameter of the life limit (certified or service) should be recorded.

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When the determination of the remaining life requires knowledge of the different types
of aircraft/ engine on which the component has previously been installed, the status of
all service-life limited aircraft components should additionally include a full installation
history indicating the number of hours, cycles or calendar time relevant to each
installation on these different types of aircraft/engine. The indication of the type of
aircraft/engine should be sufficiently detailed with regard to the required determination
of remaining life.

Recommendations from the type certificate holder on the procedures to record the
remaining life may be considered.

AMC M.A.305 (h) Aircraft continuing airworthiness record system

When an owner/operator arranges for the relevant maintenance organisation to retain

copies of the continuing airworthiness records on their behalf, the owner/operator will
continue to be responsible for the retention of records. If they cease to be the
owner/operator of the aircraft, they also remain responsible for transferring the records
to any other person who becomes the owner/operator of the aircraft.

Keeping continuing airworthiness records in a form acceptable to the Authority

normally means in paper form or on a computer database or a combination of both
methods. Records stored in microfilm or optical disc form are also acceptable. All
records should remain legible throughout the required retention period.

Paper systems should use robust material, which can withstand normal handling and
filing.

Computer systems should have at least one backup system, which should be updated
at least within 24 hours of any maintenance. Each terminal is required to contain
programme safeguards against the ability of unauthorised personnel to alter the
database.

Continuing airworthiness records should be stored in a safe way with regard to

damage, alteration and theft. Computer backup discs, tapes etc., should be stored in
a different location from that containing the current working discs, tapes, etc., and in a
safe environment. Reconstruction of lost or destroyed records can be done by
reference to other records which reflect the time in service, research of records
maintained by repair facilities and reference to records maintained by individual
mechanics, etc. When these things have 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 service based on the research and the best estimate of time
in service. The reconstructed records should be submitted to the Authority for
acceptance. The Authority may require the performance of additional maintenance if
not satisfied with the reconstructed records.

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AMC M.A.305 (h) (6) Aircraft continuing airworthiness record system

For the purpose of this paragraph, a “component vital to flight safety” means a
component that includes certified life limited parts or is subject to airworthiness
limitations or a major component such as, undercarriage or flight controls.

AMC M.A.306 (a) Operator's technical log system

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 for the example used here which happens to use a 5
section document / computer system:

Section 1 should contain details of the registered name and address of the operator
the aircraft type and the complete international registration marks of the aircraft.

Section 2 should contain details of when the next scheduled maintenance is due,
including, if relevant any out of phase component changes due before the next
maintenance check. In addition this section should contain the current certificate of
release to service (CRS), for the complete aircraft, issued normally at the end of the
last maintenance check.

NOTE: The flight crew do not need to receive such details if the next scheduled
maintenance is controlled by other means acceptable to the Authority.

Section 3 should contain details of all information considered necessary to ensure

continued flight safety. Such information includes:

(i) the aircraft type and registration mark,

(ii) the date and place of take-off and landing,

(iii) the times at which the aircraft took off and landed,

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(iv) the running total of flying hours, such that the hours to the next schedule
maintenance can be determined. The flight crew does not need to
receive such details if the next scheduled maintenance is controlled by
other means acceptable to the Authority.

(v) details of any failure, defect or malfunction to the aircraft affecting

airworthiness or safe operation of the aircraft including emergency
systems, and any failure, defect or malfunctions in the cabin or galleys
that affect the safe operation of the aircraft or the safety of its occupants
that are known to the commander. Provision should be made for the
commander to date and sign such entries including, where appropriate,
the nil defect state for continuity of the record. Provision should be made
for a CRS following rectification of a defect or any deferred defect or
maintenance check carried out. Such a certificate appearing on each
page of this section should readily identify the defect(s) to which it relates
or the particular maintenance check as appropriate. It is acceptable to
use an alternate abbreviated certificate of release to service consisting
of the statement ‘MCAR-Part-145 release to service’ instead of the full
certification statement specified in AMC 145.A.50 (b) paragraph 1. When
the alternate abbreviated certificate of release to service is used, the
introductory section of the technical log should include an example of the
full certification statement from AMC 145.A.50 (b) paragraph 1.

(vi) the quantity of fuel and oil uplifted and the quantity of fuel available in
each tank, or combination of tanks, at the beginning and end of each
flight; provision to show, in the same units of quantity, both the amount
of fuel planned to be uplifted and the amount of fuel actually uplifted;
provision for the time when ground de-icing and/or anti-icing was started
and the type of fluid applied, including mixture ratio fluid/water and any
other information required by the operator's procedures in order to allow
the assessment on whether inspections for and/or elimination of de-
icing/anti-icing fluid residues that could endanger flight safety are
required.

(vii) the pre-flight inspection signature.

In addition to the above, it may be necessary to record the following

supplementary information:

 the time spent in particular engine power ranges where use of

such engine power affects the life of the engine or engine module;
 the number of landings where landings affect the life of an aircraft
or aircraft component;

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 flight cycles or flight pressure cycles where such cycles affect the
life of an aircraft or aircraft component.

NOTE 1: Where Section 3 is of the multi-sector ‘part removable’ type, then such
‘part removable’ sections should contain all of the foregoing information where
appropriate.

NOTE 2: Section 3 should be designed so that one copy of each page may
remain on the aircraft and one copy may be retained on the ground until
completion of the flight to which it relates.

NOTE 3: Section 3 layout should be divided to show clearly what is required to

be completed after flight and what is required to be completed in preparation
for the next flight.

Section 4 should contain details of all deferred defects that affect or may affect
the safe operation of the aircraft and should therefore be known to the aircraft
commander. Each page of this section should be pre-printed with the operator’s
name and page serial number and make provision for recording the following:

(i) a cross reference for each deferred defect such that the original defect
can be identified in the particular section 3 sector record page.

(ii) the original date of occurrence of the defect deferred.

(iii) brief details of the defect.

(iv) details of the eventual rectification carried out and its CRS or a clear
cross-reference back to the document that contains details of the
eventual rectification.

Section 5 should contain any necessary maintenance support information that

the aircraft commander needs to know. Such information would include data on
how to contact maintenance engineering if problems arise whilst operating the
routes etc.

AMC M.A.306 (b) Operator's technical log system

The aircraft technical log system can be either a paper or computer system or any
combination of both methods acceptable to the Authority.

In case of a computer system, it should contain programme safeguards against the

ability of unauthorised personnel to alter the database.

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AMC M.A.307 (a) Transfer of aircraft continuing airworthiness records

Where an owner/operator terminates his operation, all retained continuing

airworthiness records should be passed on to the new owner/operator or stored.

A “permanent transfer” does not generally include the dry lease-out of an aircraft when
the duration of the lease agreement is less than 6 months. However the Authority
should be satisfied that all continuing airworthiness records necessary for the duration
of the lease agreement are transferred to the lessee or made accessible to them.

AMC M.A.401 (b) Maintenance data

1. Except as specified in sub-paragraph 2, each person or organisation performing

aircraft maintenance should have access to and use:

(a) all maintenance related Parts and associated AMC’s, together with the
maintenance related guidance material,

(b) all applicable maintenance requirements and notices such as Authority

standards and specifications that have not been superseded by a
requirement, procedure or directive,

(c) all applicable airworthiness directives,

(d) the appropriate sections of the aircraft maintenance programme, aircraft

maintenance manual, repair manual, supplementary structural
inspection document, corrosion control document, service bulletins,
service sheets modification leaflets, non-destructive inspection manual,
parts catalogue, type certificate data sheets as required for the work
undertaken and any other specific document issued by the type
certificate or supplementary type certificate holder’s maintenance data,
except that in the case of operator or customer provided maintenance
data it is not necessary to hold such provided data when the work order
is completed.

2. In addition to sub-paragraph 1, for components each organisation performing

aircraft maintenance should hold and use the appropriate sections of the vendor
maintenance and repair manual, service bulletins and service letters plus any
document issued by the type certificate holder as maintenance data on whose
product the component may be fitted when applicable, except that in the case
of operator or customer provided maintenance data it is not necessary to hold
such provided data when the work order is completed.

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AMC M.A.401(c) Maintenance data

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

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

3. Maintenance tasks should be transcribed onto the work cards or worksheets

and subdivided into clear stages to ensure a record of the accomplishment of
the maintenance task. Of particular importance is the need to differentiate and
specify, when relevant, disassembly, accomplishment of task, reassembly and
testing. In the case of a lengthy maintenance task involving a succession of
personnel to complete such task, it may be necessary to use supplementary
work cards or worksheets to indicate what was actually accomplished by each
individual person. A worksheet or work card system should refer to particular
maintenance tasks.

4. The work card/worksheet system may take the form of, but is not limited to, the
following:

 a format where the mechanic writes the defect and the maintenance
action taken together with information of the maintenance data used,
including its revision status, an aircraft log book that contains the reports
of defects and the actions taken by authorised personnel together with
information of the maintenance data used, including its revision status,
 an aircraft log book that contains the reports of defects and the actions
taken by authorised personnel together with information of the
maintenance data used, including its revision status
 for maintenance checks, the checklist issued by the manufacturer (i.e.,
100H checklist, Revision 5, Items 1 through 95)

5. Maintenance data should be kept up to date by:

 - subscribing to the applicable amendment scheme,

 - checking that all amendments are being received,

 - monitoring the amendment status of all data.

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AMC M.A.402 (a) Performance of maintenance

1 When working outside the scope of an approved maintenance organisation

personnel not authorised to issue a CRS should work under the supervision of
certifying personnel. They may only perform maintenance that their supervisor
is authorised to release, if the supervisor personally observes the work being
carried out to the extent necessary to ensure that it is being done properly and
if the supervisor is readily available, in person, for consultation. In this case
licensed engineers should ensure that each person maintaining an aircraft or
component has had appropriate training or relevant previous experience and is
capable of performing the task required, and that personnel who carry out
specialised tasks such as welding are qualified in accordance with an officially
recognised standard.

2. In the case of limited Pilot-Owner maintenance as specified in MCAR-M.A.803,

any person maintaining an aircraft which they own or jointly own, provided they
hold a valid pilot licence with the appropriate type or class rating, may perform
the limited Pilot-owner maintenance tasks if they have relevant previous
experience as accepted by the Authority.

3. The general maintenance and inspection standards applied to individual

maintenance tasks should meet the recommended standards and practices of
the organisation responsible for the type design which are normally published
in the maintenance manuals.

In the absence of maintenance and inspection standards published by the

organisation responsible for the type design maintenance personnel should
refer to the relevant aircraft airworthiness standards and procedures published
or used as guidance by the Authority. The maintenance standards used should
contain methods, techniques and practices acceptable to the Authority for the
maintenance of aircraft and its components.

4. Independent inspections.

4.1 The manufacturer’s instructions for continued airworthiness should be

followed when determining the need for an independent inspection.

4.2 In the absence of maintenance and inspection standards published by

organisation responsible for the type design, maintenance tasks that
involve the assembly or any disturbance of a control system that, if errors
occurred, could result in a failure, malfunction, or defect endangering the
safe operation of the aircraft should be considered as flight safety
sensitive maintenance tasks needing an independent inspection. A
control system is an aircraft system by which the flight path, attitude, or
propulsive force of the aircraft is changed, including the flight, engine

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and propeller controls, the related system controls and the associated
operating mechanisms.

4.3 Independent inspections should be carried out by at least two persons,

to ensure correct assembly, locking and sense of operation. A technical
record of the inspections should contain the signatures of both persons
before the relevant CRS is issued.

4.3.1 An independent inspection is an inspection first made by an

authorised person signing the maintenance release who
assumes full responsibility for the satisfactory completion of the
work, before being subsequently inspected by a second
independent competent person who attests to the satisfactory
completion of the work recorded and that no deficiencies have
been found.

4.3.2 The second independent competent person is not issuing a

maintenance release therefore is not required to hold certification
privileges. However they should be suitably qualified to carry out
the inspection.

4.4 When work is being done under the control of an approved maintenance
organisation the organisation should have procedures to demonstrate
that the signatories have been trained and have gained experience on
the specific control systems being inspected.

4.5 When work is being undertaken by an independent MCAR-M.A.801 (b)

2 certifying staff, the qualifications and experience of the second
independent competent person should be directly assessed by the
person certifying for the maintenance, taking into account the individual’s
training and experience. It should not be acceptable for the certifying
staff signing the release to show the person performing the independent
inspection how to perform the inspection at the time the work is
completed.

4.6 In summary the following maintenance tasks should primarily be

considered when inspecting aircraft control systems that have been
disturbed:

 installation, rigging and adjustment of flight controls.

 installation of aircraft engines, propellers and rotors.

 overhaul calibration or rigging of components such as engines,

propellers, transmissions and gearboxes.

Consideration should also be given to:

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 previous experience of maintenance errors, depending on the

consequences of the failure.

 information arising from an ‘occurrence reporting system’

4.7 When checking control systems that have undergone maintenance, the
person signing the maintenance release and the person performing the
independent check should consider the following points independently:

 all those parts of the system that have actually been disconnected
or disturbed should be inspected for correct assembly and
locking.

 the system as a whole should be inspected for full and free

movement over the complete range.

 cables should be tensioned correctly with adequate clearance at

secondary stops.

 the operation of the control system as a whole should be

observed to ensure that the controls are operating in the correct
sense.

 if the control system is duplicated to provide redundancy, each

system should be checked separately.

 if different control systems are interconnected so that they affect

each other, all interactions should be checked through the full
range of the applicable controls.

AMC M.A.402 (b) Performance of maintenance

When performing maintenance, personnel are required to use the tools, equipment
and test apparatus necessary to ensure completion of work in accordance with
accepted maintenance and inspection standards. Inspection, service or calibration on
a regular basis should be in accordance with the equipment manufacturers’
instructions. All tools requiring calibration should be traceable to an acceptable
standard.

In this context officially recognised standard means those standards established or

published by an official body whether having legal personality or not, which are widely
recognised by the air transport sector as constituting good practice.

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If the organisation responsible for the type design involved recommends special
equipment or test apparatus, personnel should use the recommended equipment or
apparatus or equivalent equipment accepted by the Authority.

All work should be performed using materials of such quality and in a manner, that the
condition of the aircraft or its components after maintenance will be at least equal to
its original or modified condition (with regard to aerodynamic function, structural
strength, resistance to vibration, deterioration and any other qualities affecting
airworthiness).

AMC M.A.402 (d) Performance of maintenance

The working environment should be appropriate for the maintenance task being
performed such that the effectiveness of personnel is not impaired.

(a) Temperature should be maintained such that personnel can perform the
required tasks without undue discomfort.

(b) Airborne contamination (e.g. dust, precipitation, paint particles, filings) should
be kept to a minimum to ensure aircraft/components surfaces are not
contaminated, if this is not possible all susceptible systems should be sealed
until acceptable conditions are re-established.

(c) Lighting should be adequate to ensure each inspection and maintenance task
can be performed effectively.

(d) Noise levels should not be allowed to rise to the level of distraction for
inspection staff or if this is not possible inspection staff should be provided with
personnel equipment to reduce excessive noise.

AMC M.A.402 (e) Performance of maintenance

Facilities should be provided appropriate for all planned maintenance. This may
require aircraft hangars that are both available and large enough for the planned
maintenance.

Aircraft component workshops should be large enough to accommodate the

components that are planned to be maintained.

Protection from inclement weather means the hangar or component workshop

structures should be to a standard that prevents the ingress of rain, hail, ice, snow,
wind and dust etc.

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AMC M.A.403 (b) Aircraft defects

An assessment of both the cause and any potentially hazardous effect of any defect
or combination of defects that could affect flight safety should be made in order to
initiate any necessary further investigation and analysis necessary to identify the root
cause of the defect.

AMC M.A.403 (d) Aircraft defects

All deferred defects should be made known to the pilot/flight crew, whenever possible,
prior to their arrival at the aircraft.

Deferred defects should be transferred on to worksheets at the next appropriate

maintenance check, and any deferred defect which is not rectified during the
maintenance check, should be re-entered on to a new deferred defect record sheet.
The original date of the defect should be retained.

The necessary components or parts needed for the rectification of defects should be
made available or ordered on a priority basis, and fitted at the earliest opportunity.

AMC M.A.501 (a) Installation

1. To ensure a component is in a satisfactory condition, the person referred to

under MCAR-M.A.801 or the approved maintenance organisation should
perform checks and verifications.

2. Performance of above checks and verifications should take place before the
component is installed on the aircraft.

3. The following list, though not exhaustive, contains typical checks to be

performed:

(a) verify the general condition of components and their packaging in

relation to damages that could affect the integrity of the components;

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

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

(d) verify that component has all plugs and caps appropriately installed to
prevent damage or internal contamination. Tape should not be used to
cover electrical connections or fluid fittings/openings because adhesive

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residues can insulate electrical connections and contaminate hydraulic

or fuel units.

4. The purpose of DCA Form 1 (see also MCAR-Part-M Appendix II) is to release
components after manufacture and to release maintenance work carried out on
such components under the approval of the Authority and to allow components
removed from one aircraft/component to be fitted to another aircraft/
component.

5. For the purpose of MCAR-Part-M, a document equivalent to a DCA Form 1 may

be:

- EASA Form ONE

- FAA Form 8130-3

- Canadian Forms

- Any other form acceptable to DCA.

Note ;(i) a JAA Form One issued prior to 28 November 2004 by a

JAR 145 organisation approved by a JAA Full Member
State;

(ii) in the case of new aircraft components that were released

from manufacturing prior to the Part-21 compliance date,
the component should be accompanied by a JAA Form
One issued by a JAR 21 organisation approved by a JAA
Full Member Authority and within the JAA mutual
recognition system;

(iii) a JAA Form One issued prior to 28 September 2005 by a

production organisation approved by the Authority in
accordance with its national regulations;

(iv) a JAA Form One issued prior to 28 September 2008 by a

maintenance organisation approved by the Authority in
accordance with its national regulations;

6. Any item in storage without a DCA Form 1 or equivalent cannot be installed on

aircraft registered in Mauritius unless a DCA Form 1 is issued for such item by
an appropriately approved maintenance organisation in accordance with AMC
M.A.613 (a)

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AMC M.A.501 (b) Installation

1. The DCA Form 1 identifies the airworthiness status of an aircraft component.

Block 12 ‘Remarks’ on the DCA Form 1 in some cases contains vital
airworthiness related information (see also MCAR-Part-M Appendix II) which
may need appropriate and necessary actions.

2. The fitment of replacement components should only take place when the
person referred to in MCAR-M.A.801 or the MCAR-M.A. Subpart F or MCAR-
Part-145 maintenance organisation is satisfied that such components meet
required standards in respect of manufacture or maintenance, as appropriate.

3. The person referred to under MCAR-M.A.801 or the MCAR-M.A. Subpart F or

MCAR-Part-145 approved maintenance organisation should be satisfied that
the component in question meets the approved data/ standard, such as the
required design and modification standards. This may be accomplished by
reference to the (S)TC holder or manufacturer’s parts catalogue or other
approved data (i.e. Service Bulletin). Care should also be taken in ensuring
compliance with applicable AD and the status of any service life-limited parts
fitted to the aircraft component.

AMC M.A.501(c) Installation

1. Standard parts are:

(a) parts manufactured in complete compliance with an established

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

(b) For sailplanes and powered sailplanes, non-required instruments and/or

equipment certified under the provision of CS 22.1301(b), if those
instruments or equipment, when installed, functioning, functioning
improperly or not functioning at all, do not in itself, or by its effect upon
the sailplane and its operation, constitute a safety hazard.

“Required” in the term “non-required” as used above means required by

the applicable airworthiness code (CS 22.1303, 22.1305 and 22.1307)

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or required by the relevant operating regulations and the applicable

Rules of the Air or as required by Air Traffic Management (e.g. a
transponder in certain controlled airspace). Examples of equipment
which can be considered standard parts are electrical variometers,
bank/slip indicators ball type, total energy probes, capacity bottles (for
variometers), final glide calculators, navigation computers, data logger /
barograph / turnpoint camera, bug-wipers and anti-collision systems.
Equipment which must be approved in accordance to the airworthiness
code shall comply with the applicable ETSO or equivalent and is not
considered a standard part (e.g. oxygen equipment).

2. To designate a part as a standard part the TC holder may issue a standard

parts manual accepted by the Authority of original TC holder or may make
reference in the parts catalogue to a national/international specification (such
as a standard diode/capacitor etc.) not being an aviation only specification for
the particular part.

3. Documentation accompanying standard parts should clearly relate to the

particular parts and contain a conformity statement plus both the manufacturing
and supplier source. Some material is subject to special conditions such as
storage condition or life limitation etc. and this should be included on the
documentation and / or material packaging.

4. A DCA Form 1 or equivalent is not normally issued and therefore none should
be expected.

AMC M.A.501 (d) Installation

1. Consumable material is any material which is only used once, such as

lubricants, cements, compounds, paints, chemicals dyes and sealants etc.

2. Raw material is any material that requires further work to make it into a
component part of the aircraft such as metals, plastics, wood, fabric etc.

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

4. Documentation accompanying all material should clearly relate to the particular

material and contain a conformity statement plus both the manufacturing and
supplier source. Some material is subject to special conditions such as storage
condition or life limitation etc. and this should be included on the documentation
and / or material packaging.

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5. DCA Form 1 or equivalent should not be issued for such material and therefore
none should be expected. The material specification is normally identified in the
TC/ STC holder’s data except in the case where the Authority has agreed
otherwise.

6 Items purchased in batches (fasteners etc.) should be supplied in a package.

The packaging should state the applicable specification/standard, P/N, batch
number and the quantity of the items. The documentation accompanying the
material should contain the applicable specification/ standard, P/N, batch
number, supplied quantity, and the manufacturing sources. If the material is
acquired from different batches, acceptance documentation for each batch
should be supplied.

AMC M.A.502 Component maintenance

Component removal from and installation on an aircraft is considered to be aircraft

maintenance and not component maintenance. As a consequence, MCAR-M.A.502
requirements do not apply to this case.

AMC M.A.502 (b) and (c) Component maintenance

MCAR-M.A.502(b) and (c) allow the performance of certain component maintenance,

in accordance with component maintenance data, to maintenance organisations not
holding the corresponding B/C rating and to independent certifying staff, subject to the
agreement of:

- The Authority responsible for the oversight of the maintenance organisation (refer
to M.1, paragraph 2 for M.A. Subpart F maintenance organisations, or 145.1 for
MCAR-Part-145 maintenance organisations), or,

- The Authority of the State of registry in the case of maintenance performed by

independent certifying staff. This should only be permitted by the Authority in the
case of simple component maintenance, where the Authority is satisfied that the
certifying staffs are appropriately qualified and the proper tooling and facilities
are available. It is important to note that for more complex component
maintenance, special qualifications may be required and it is not enough with
holding an MCAR-Part-66 aircraft maintenance licence.

AMC M.A.504 (a) Control of unserviceable components

A component continues to be unserviceable until a decision is taken pursuant to AMC

M.A.605 (c) 6

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AMC M.A.504 (b) Control of unserviceable components

1. MCAR-M.A.801(b)(2) and MCAR-M.A.801(c) certifying staff or the Section A

Subpart F / MCAR-Part 145 approved maintenance organisation performing
maintenance should ensure proper identification of any unserviceable
components.

2. The unserviceable status of the component should be clearly declared on a tag

together with the component identification data and any information useful to
define actions necessary to be taken. Such information should state, as
applicable, in service times, maintenance status, preservation status, failures,
defects or malfunctions reported or detected exposure to adverse
environmental conditions, if the component has been involved in or affected by
an accident/ incident. Means should be provided to prevent unwanted
separation of this tag from the component.

3. MCAR-M.A.801(b)(2) and MCAR-M.A.801(c) certifying staff performing aircraft

maintenance should send, with the agreement of the aircraft owner/lessee, any
unserviceable component to a maintenance organisation approved under
Section A Subpart F or MCAR-Part-145 for controlled storage, or transfer the
custody of the component to the owner itself under the conditions specified in
MCAR-M.A.504(b).

“A secure location under the control of an approved maintenance organisation”

means a secure location for which security is the responsibility of the approved
maintenance organisation. This may include facilities established by the
approved maintenance organisation at locations different from the main
maintenance facilities. These locations should be identified in the relevant
procedures of the approved maintenance organisation.

AMC M.A.504(c) Control of unserviceable components – unsalvageable

components

1 The following types of components should typically be classified as

unsalvageable:

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

naked eye;

(b) components that do not meet design specifications, and cannot be

brought into conformity with such specifications;

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

irreversible;

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(d) certified life-limited parts that have reached or exceeded their certified
life limits, or have missing or incomplete records;

(e) components that cannot be returned to airworthy condition due to

exposure to extreme forces, heat or adverse environment;

(f) components for which conformity with an applicable airworthiness

directive cannot be accomplished;

(g) components for which continuing airworthiness records and/or

traceability to the manufacturer cannot be retrieved.

2. It is common practice for possessors of aircraft components to dispose of

unsalvageable components by selling, discarding, or transferring such items. In
some instances, these items have reappeared for sale and in the active parts
inventories of the aviation community. Misrepresentation of the status of
components and the practice of making such items appear serviceable has
resulted in the use of unsalvageable nonconforming components. Therefore
organisations disposing of unsalvageable aircraft components should consider
the possibility of such components later being misrepresented and sold as
serviceable components. Caution should be exercised to ensure that
unsalvageable components are disposed of in a manner that does not allow
them to be returned to service.

AMC M.A.504 (d) (2) Control of unserviceable components

1. Mutilation should be accomplished in such a manner that the components

become permanently unusable for their original intended use. Mutilated
components should not be able to be reworked or camouflaged to provide the
appearance of being serviceable, such as by re-plating, shortening and re-
threading long bolts, welding, straightening, machining, cleaning, polishing, or
repainting.

2. Mutilation may be accomplished by one or a combination of the following

procedures:

(a) grinding,

(b) burning,

(c) removal of a major lug or other integral feature,

(d) permanent distortion of parts,

(e) cutting a hole with cutting torch or saw,

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(f) melting,

(g) sawing into many small pieces,

(h) any other method accepted by the Authority on a case by case basis.

3. The following procedures are examples of mutilation that are often less
successful because they may not be consistently effective:

(a) stamping or vibro-etching,

(b) spraying with paint,

(c) small distortions, incisions or hammer marks,

(d) identification by tag or markings,

(e) drilling small holes,

(f) sawing in two pieces only.

4 Since manufacturers producing approved aircraft components should maintain

records of serial numbers for “retired” certified life-limited or other critical
components, the organisation that mutilates a component should provide the
original manufacturer with the data plate and/or serial number and final
disposition of the component

AMC M.A.504 (e) Control of unserviceable components

A maintenance organisation may choose, in agreement with the component’s owner,

to release an unsalvageable component for legitimate non-flight uses, such as for
training and education, research and development. In such instances, mutilation may
not be appropriate. The following methods should be used to prevent the component
re-entering the aviation supply system:

(a) permanently marking or stamping the component, as “NOT SERVICEABLE.”

(Ink stamping is not an acceptable method);

(b) removing original part number identification;

(c) removing data plate identification;

(d) maintaining a tracking or accountability system, by serial number or other

individualised data, to record transferred unsalvageable aircraft component;

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(e) including written procedures concerning disposal of such components in any

agreement or contract transferring such components.

NOTE: Unsalvageable components should not be released to any person or

organisation that is known to return unsalvageable components back into the
aviation supply system, due to the potential safety threat.

AMC M.A.601 Scope

An approved maintenance organisation may be approved to maintain aircraft/aircraft

components not type certificated by the Authority.

AMC M.A.602 Application

An application should be made on a DCA Form 2 (Appendix IX to AMC M.A.602 and

AMC M.A.702) or equivalent acceptable to the Authority.

The DCA Form 2 is valid for the application for MCAR-M.A. Subpart F, MCAR-Part-
145 and MCAR-M.A. Subpart G organisations. Organisations applying for several
approvals may do so by using a single DCA Form 2.

AMC M.A.603(a) Extent of Approval

The following table identifies the ATA specification 2200 chapter for the category C
component rating. If the maintenance manual (or equivalent document) does not follow
the ATA Chapters, the corresponding subjects still apply to the applicable C rating.

CLASS RATING ATA CHAPTERS

COMPONENTS OTHER C1 Air Cond & Press 21

THAN COMPLETE
ENGINES OR APUs
C2 Auto Flight 22

C3 Comms and Nav 23-24

C4 Doors - Hatches 52

C5 Electrical Power & Lights 24 - 33 - 85

C6 Equipment 25 - 38 - 44 – 45 - 50

C7 Engine – APU 49 - 71 - 72 - 73 - 74 - 75 - 76 - 77 - 78 - 79 -80 - 81

- 82 - 83

C8 Flight Controls 27 - 55 - 57.40 - 57.50 -57.60 - 57.70

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C9 Fuel 28 - 47

C10 Helicopters - Rotors 62 - 64 - 66 - 67

C11 Helicopter - Trans 63 - 65

C12 Hydraulic Power 29

C13 Indicating/Recording Systems 31 – 42 - 46

C14 Landing Gear 32

C15 Oxygen 35

C16 Propellers 61

C17 Pneumatic & Vacuum 36 - 37

C18 Protection -ice/rain/fire 26 - 30

C19 Windows 56

C20 Structural 53 - 54 - 57.10 - 57.20 - 57.30

C21 Water Ballast 41

C22 Propulsion Augmentation 84

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AMC M.A.603(c) Extent of approval

1 The agreement by the Authority for the fabrication of parts by the approved
maintenance organisation should be formalised through the approval of a
detailed procedure in the maintenance organisation manual. This AMC
contains principles and conditions to be taken into account for the preparation
of an acceptable procedure.

2 Fabrication, inspection, assembly and test should be clearly within the technical
and procedural capability of the approved maintenance organisation.

3 The approved data necessary to fabricate the part are those approved either
by the Authority, the TC holder, MCAR-Part-21 design organisation approval
holder, or STC holder.

4 Items fabricated by an approved maintenance organisation may only be used

by that organisation in the course of overhaul, maintenance, modifications, or
repair of aircraft or components undergoing work within its own facility. The
permission to fabricate does not constitute approval for manufacture, or to
supply externally and the parts do not qualify for certification on DCA Form 1.
This also applies to the bulk transfer or surplus inventory, in that locally
fabricated parts are physically segregated and excluded from any delivery
certification.

5 Fabrication of parts, modification kits etc. for onward supply and/or sale may
not be conducted under a MCAR-M.A. Subpart F approval.

6 The data specified in paragraph 3 may include repair procedures involving the
fabrication of parts. Where the data on such parts is sufficient to facilitate
fabrication, the parts may be fabricated by an approved maintenance
organisation. Care should be taken to ensure that the data include details of
part numbering, dimensions, materials, processes, and any special
manufacturing techniques, special raw material specification or/and incoming
inspection requirement and that the approved organisation has the necessary
capability. That capability should be defined by way of maintenance
organisation manual content. Where special processes or inspection
procedures are defined in the approved data which are not available at the
approved maintenance organisation, that organisation cannot fabricate the part
unless the TC/STC-holder gives an approved alternative.

7 Examples of fabrication under the scope of an MCAR-M.A. Subpart F approval

can include but are not limited to the following:

(a) fabrication of bushes, sleeves and shims,

(b) fabrication of secondary structural elements and skin panels,

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(c) fabrication of control cables,

(d) fabrication of flexible and rigid pipes,

(e) fabrication of electrical cable looms and assemblies,

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

Note: It is not acceptable to fabricate any item to pattern unless an engineering

drawing of the item is produced which includes any necessary fabrication
processes and which is accepted by the Authority.

8 Where a TC-holder or an approved production organisation is prepared to make

available complete data which is not referred to in aircraft manuals or service
bulletins but provides manufacturing drawings for items specified in parts lists,
the fabrication of these items is not considered to be within the scope of an
MCAR-M.A. Subpart F approval unless agreed otherwise by the Authority in
accordance with a procedure specified in the maintenance organisation
manual.

9 Inspection and Identification.

Any locally fabricated part should be subject to an inspection stage before,

separately, and preferably independently from, any inspection of its installation.
The inspection should establish full compliance with the relevant manufacturing
data, and the part should be unambiguously identified as fit for use by stating
conformity to the approved data. Adequate records should be maintained of all
such fabrication processes including heat treatment and the final inspections.
All parts, excepting those with inadequate space, should carry a part number
which clearly relates it to the manufacturing/inspection data. Additional to the
part number the approved maintenance organisation’s identity should be
marked on the part for traceability purposes.

AMC M.A.604 Maintenance organisation manual

1 Appendix IV to this AMC provides an outline of the format of an acceptable

maintenance organisation manual for a small organisation with less than 10
maintenance staff.

2 The maintenance organisation exposition as specified in MCAR-Part-145

provides an outline of the format of an acceptable maintenance organisation
manual for larger organisations with more than 10 maintenance staff,
dependent upon the complexity of the organisation.

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AMC M.A.605(a) Facilities

1 Where a hangar is not owned by the MCAR-M.A. Subpart F organisation, it may

be necessary to establish proof of tenancy. In addition, sufficiency of hangar
space to carry out planned maintenance should be demonstrated by the
preparation of a projected aircraft hangar visit plan relative to the aircraft
maintenance programme. The aircraft hangar visit plan should be updated on
a regular basis.

For balloons and airships a hangar may not be required where maintenance of
the envelope and bottom end equipment can more appropriately be performed
outside, providing all necessary maintenance can be accomplished in
accordance with MCAR-M.A.402. For complex repairs or component
maintenance requiring a DCA Form 1, suitable approved workshops should be
provided. The facilities and environmental conditions required for inspection
and maintenance should be defined in the Maintenance Organisation Manual

2 Protection from the weather elements relates to the normal prevailing local
weather elements that are expected throughout any twelve-month period.
Aircraft hangar and aircraft component workshop structures should be to a
standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc.
Aircraft hangar and aircraft component workshop floors should be sealed to
minimise dust generation.

3 Aircraft maintenance staff should be provided with an area where they may
study maintenance instructions and complete continuing airworthiness records
in a proper manner.

AMC M.A.605(b) Facilities

It is acceptable to combine any or all of the office accommodation requirements into

one office subject to the staff having sufficient room to carry out assigned tasks.

AMC M.A.605(c) Facilities

1 Storage facilities for serviceable aircraft components should be clean, well-

ventilated and maintained at an even dry temperature to minimise the effects
of condensation. Manufacturer’s storage recommendations should be followed
for those aircraft components identified in such published recommendations.

2 Adequate storage racks should be provided and strong enough to hold aircraft
components and provide sufficient support for large aircraft components such
that the component is not damaged during storage.

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3 All aircraft components, wherever practicable, should remain packaged in their

protective material to minimise damage and corrosion during storage. A shelf
life control system should be utilised and identity tags used to identify
components.

4 Segregation means storing unserviceable components in a separate secured

location from serviceable components.

5 Segregation and management of any unserviceable component should be

ensured according to the pertinent procedure approved to that organisation.

6 Procedures should be defined by the organisation describing the decision

process for the status of unserviceable components. This procedure should
identify at least the following:

 role and responsibilities of the persons managing the decision process;

 description of the decision process to choose between maintaining,

storing or mutilating a component;

 traceability of decision

7 Once unserviceable components or materials have been identified as

unsalvageable in accordance with MCAR-M.A.504 (c), the organisation should
establish secure areas in which to segregate such items and to prevent
unauthorised access. Unsalvageable components should be managed through
a procedure to ensure that these components receive the appropriate final
disposal according to MCAR-M.A.504 (d) or (e). The person responsible for the
implementation of this procedure should be identified.

AMC M.A.606(a) Personnel requirements

With regard to the accountable manager, it is normally intended to mean the chief
executive officer of the maintenance organisation approved under MCAR-M.A.
Subpart F, who by virtue of position has overall (including in particular financial)
responsibility for running the organisation. The accountable manager may be the
accountable manager for more than one organisation and is not required to be
necessarily knowledgeable on technical matters. When the accountable manager is
not the chief executive officer, the Authority will need to be assured that such an
accountable manager has direct access to chief executive officer and has a sufficiency
of maintenance funding allocation.

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AMC M.A.606(b) Personnel requirements

1 Dependent upon the size of the organisation, the functions may be subdivided
under individual managers or combined in any number of ways.

2 The maintenance organisation should have, dependent upon the extent of

approval, an aircraft maintenance manager, a workshop manager all of whom
should report to the accountable manager. In small maintenance organisations
any manager may also be the accountable manager, and may also be the
aircraft maintenance manager or the workshop manager.

3 The aircraft maintenance manager is responsible for ensuring that all

maintenance required to be carried out, plus any defect rectification carried out
during aircraft maintenance, is carried out to the design and quality standards
specified in this Part. The aircraft maintenance manager is also responsible for
any corrective action resulting from the MCAR-M.A.616 organisational review.

4 The workshop manager is responsible for ensuring that all work on aircraft
components is carried out to the standards specified in this Part and also
responsible for any corrective action resulting from the MCAR-M.A.616
organisational review.

5 Notwithstanding the example sub-paragraphs 2 – 4 titles, the organisation may

adopt any title for the foregoing managerial positions but should identify to the
Authority the titles and persons chosen to carry out these functions.

AMC M.A.606(c) Personnel requirements

1 All nominated persons should, in the normal way, be expected to satisfy the
Authority that they possess the appropriate experience and qualifications which
are listed in paragraphs 2.1 to 2.5 below.

2 All nominated persons should have:

2.1 practical experience and expertise in the application of aviation safety

standards and safe maintenance practices;

2.2 comprehensive knowledge of:

(a) MCAR-Part-M and any associated requirements and procedures;

(b) the maintenance organisation manual;

2.3 five years aviation experience of which at least three years should be
practical maintenance experience;

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2.4 knowledge of the relevant type(s) of aircraft or components maintained.

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

Training courses should be as a minimum at a level equivalent to MCAR-

Part-66 Appendix III Level

1 General Familiarisation, and could be imparted by a MCAR-Part-

147 organisation, by the manufacturer, or by any other
organisation accepted by the Authority.

2.5 knowledge of maintenance standards.

AMC M.A.606(d) Personnel requirements

1 All staff are subjected to compliance with the organisation’s procedures

specified in the maintenance organisation manual relevant to their duties.

2 To have sufficient staff means that the approved maintenance organisation

employs or contracts staff directly, even on a volunteer basis, for the anticipated
maintenance workload.

3 Temporarily sub-contracted means the person is employed by another

organisation and contracted by that organisation to the approved maintenance
organisation.

AMC M.A.606(e) Personnel requirements

1 Personnel involved in maintenance should be assessed for competence by ‘on

the job’ evaluation and/or by examination relevant to their particular job role
within the organisation before unsupervised work is permitted.

2 Adequate initial and recurrent training should be provided and recorded to

ensure continued competence.

AMC M.A.606(f) Personnel requirements

1 Continued airworthiness non-destructive testing means such testing specified

by the type certificate holder of the aircraft, engine or propeller in the MCAR-
M.A.304 (b) maintenance data for in service aircraft/aircraft components for the
purpose of determining the continued fitness of the product to operate safely.

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2 Appropriately qualified means to level 1, 2 or 3 as defined by European

Standard EN 4179 /NAS 410 or equivalent dependent upon the non-destructive
testing function to be carried out.

3 Notwithstanding the fact that level 3 personnel may be qualified via EN 4179 to
establish and authorise methods, techniques, etc., this does not permit such
personnel to deviate from methods and techniques published by the type
certificate holder/manufacturer in the form of continued airworthiness data,
such as in non-destructive test manuals or service bulletins, unless the manual
or service bulletin expressly permits such deviation.

4 Notwithstanding the general references in EN 4179 to a national aerospace NDI

board, all examinations should be conducted by personnel or organisations
under the general control of such a board. In the absence of a national
aerospace NDI board, examinations should be conducted by personnel or
organisations under the general control of the NDI board designated by the
Authority.

5 Particular non-destructive test means any one or more of the following: dye
penetrant, magnetic particle, eddy current, ultrasonic and radiographic methods
including X ray and gamma ray.

6 In addition it should be noted that new methods are and will be developed, such
as, but not limited to thermography and shearography, which are not specifically
addressed by EN 4179. Until such time as an agreed standard is established
such methods should be carried out in accordance with the particular
equipment manufacturers’ recommendations including any training and
examination process to ensure competence of the personnel with the process.

7 Any approved maintenance organisation that carries out continued

airworthiness non-destructive testing should establish qualification procedures
for non-destructive testing.

8 Boroscoping and other techniques such as delamination coin tapping are non-
destructive inspections rather than non-destructive testing. Notwithstanding
such differentiation, approved maintenance organisation should establish a
procedure to ensure that personnel who carry out and interpret such
inspections are properly trained and assessed for their competence with the
process. Non-destructive inspections, not being considered as non-destructive
testing by MCAR- M.A. Subpart F are not listed in Appendix IV to MCAR-Part-
M under class rating D1.

9 The referenced standards, methods, training and procedures should be

specified in the maintenance organisation manual.

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10 Any such personnel who intend to carry out and/or control a non-destructive
test for which they were not qualified prior to the effective date of MCAR-Part-
M should qualify for such non-destructive test in accordance with EN 4179.

11 In this context officially recognised standard means those standards

established or published by an official body whether having legal personality or
not, which are widely recognised by the air transport sector as constituting good
practice.

AMC M.A.606(h)(2) Personnel requirements

1 For the issue of a limited certification authorisation the commander should hold
either a valid air transport pilot license (ATPL), or commercial pilot license
(CPL), or a national equivalent acceptable to the Authority on the aircraft type.
In addition, the limited certification authorisation is subject to the maintenance
organisation manual containing procedures to address the following:

(a) Completion of adequate maintenance airworthiness regulation training.

(b) Completion of adequate task training for the specific task on the aircraft.
The task training should be of sufficient duration to ensure that the
individual has a thorough understanding of the task to be completed and
should involve training in the use of associated maintenance data.

(c} Completion of the procedural training.

The above procedures should be specified in the maintenance organisation

manual and be accepted by the Authority.

2 Typical tasks that may be certified and/or carried out by the commander holding
an ATPL or CPL are minor maintenance or simple checks included in the
following list:

(a) Replacement of internal lights, filaments and flash tubes.

(b) Closing of cowlings and refitment of quick access inspection panels.

(c) Role changes, e.g., stretcher fit, dual controls, FLIR, doors, photographic
equipment etc.

(d) Inspection for and removal of de-icing/anti-icing fluid residues, including

removal/closure of panels, cowls or covers that are easily accessible but
not requiring the use of special tools.

(e) Any check/replacement involving simple techniques consistent with this

AMC and as agreed by the Authority.

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3 The authorisation should have a finite life of twelve months subject to

satisfactory recurrent training on the applicable aircraft type.

AMC M.A.607 Certifying staff

1 Adequate understanding of the relevant aircraft and/or aircraft component(s) to

be maintained together with the associated organisation procedures means
that the person has received training and has relevant maintenance experience
on the product type and associated organisation procedures such that the
person understands how the product functions, what are the more common
defects with associated consequences.

2 All prospective certifying staff are required to be assessed for competence,

qualification and capability related to intended certifying duties. Competence
and capability can be assessed by having the person work under the
supervision of another certifying person for sufficient time to arrive at a
conclusion. Sufficient time could be as little as a few weeks if the person is fully
exposed to relevant work. The person need not be assessed against the
complete spectrum of intended duties. When the person has been recruited
from another approved maintenance organisation and was a certifying person
in that organisation then it is reasonable to accept a written confirmation from
the previous organisation.

3 The organisation should hold copies of all documents that attest to qualification,
and to recent experience.

AMC M.A.607(c) Certifying staff

1 The following minimum information as applicable should be kept on record in

respect of each certifying person:

(a) name;

(b) date of birth;

(c) basic training;

(d) type training;

(e) recurrent training;

(f) specialised training;

(g) experience;

(h) qualifications relevant to the approval;

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(i) scope of the authorisation and personal authorisation reference;

(j) date of first issue of the authorisation;

(k) if appropriate – expiry date of the authorisation.

2 Persons authorised to access the system should be maintained at a minimum

to ensure that records cannot be altered in an unauthorised manner or that such
confidential records become accessible to unauthorised persons.

3 The Authority should be granted access to the records upon request.

AMC M.A.608(a) Components, equipment and tools

1 Once the applicant for MCAR-M.A. Subpart F approval has determined the
intended scope of approval for consideration by the Authority, it will be
necessary to show that all tools and equipment as specified in the maintenance
data can be made available when needed.

2 All such tools should be clearly identified and listed in a control register
including any personal tools and equipment that the organisation agrees can
be used.

3 For tools required on an occasional basis, the organisation should ensure that
they are controlled in terms of servicing or calibration as required.

AMC M.A.608(b) Components, equipment and tools

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

2 Inspection, service or calibration on a regular basis should be in accordance

with the equipment manufacturers’ instructions except where the MCAR-M.A.
Subpart F organisation can show by results that a different time period is
appropriate in a particular case.

3 In this context officially recognised standard means those standards

established or published by an official body whether having legal personality or

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not, which are widely recognised by the air transport sector as constituting good
practice.

AMC M.A.609 Maintenance Data

When an organisation uses customer provided maintenance data, the scope of

approval indicated in the maintenance organisation manual should be limited to the
individual aircraft covered by the contracts signed with those customers unless the
organisation also holds its own complete set of maintenance data for that type of
aircraft.

AMC M.A.610 Maintenance work orders

“A written work order” may take the form of, but not limited to, the following:

 A formal document or form specifying the work to be carried out. This form may
be provided by the continuing airworthiness management organisation
managing the aircraft, or by the maintenance organisation undertaking the
work, or by the owner/operator himself.

 An entry in the aircraft log book specifying the defect that needs to be corrected.

AMC M.A.613(a) Component certificate of release to service

1 An aircraft component which has been maintained off the aircraft requires the
issuance of a certificate of release to service for such maintenance and another
CRS to service in regard to being installed properly on the aircraft when such
action occurs. When an organisation maintains a component for use by the
same organisation, a DCA Form 1 may not be necessary depending upon the
organisation’s internal release procedures defined in the maintenance
organisation exposition.

2 In the case of components in storage prior to MCAR-Part-145, MCAR-Part-M

and MCAR-Part-21 and not released on an DCA Form 1 or equivalent in
accordance with MCAR-M.A.501(a) or removed serviceable from active aircraft
which have been withdrawn from service, this paragraph provides additional
guidance regarding the conditions under which a DCA Form 1 may be issued.

2.1 A DCA Form 1 may be issued for an aircraft component which has been:

 Maintained before MCAR-Part-145, or MCAR-Part-M became

effective or manufactured before MCAR-Part-21 became effective.

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 Used on an aircraft and removed in a serviceable condition.

Examples include leased and loaned aircraft components.

 Removed from aircraft which have been withdrawn from service, or

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

 Components maintained by an unapproved organisation.

2.2 An appropriately rated MCAR-M.A Subpart F maintenance organisation

may issue a DCA Form 1 as detailed in this AMC subparagraph 2.5 to
2.9, as appropriate, in accordance with the procedures detailed in the
manual as approved by the Authority. The appropriately rated MCAR-
M.A Subpart F maintenance organisation is responsible for ensuring that
all reasonable measures have been taken to ensure that only approved
and serviceable aircraft components are issued a DCA Form 1 under this
paragraph.

2.3 For the purposes of this paragraph 2 only, ‘appropriately rated’ means
an organisation with an approval class rating for the type of component
or for the product in which it may be installed.

2.4 A DCA Form 1 issued in accordance with this paragraph 2 should be

issued by signing in block 14b and stating ‘Inspected’ in block 11. In
addition, block 12 should specify:

2.4.1 when the last maintenance was carried out and by whom;

2.4.2 if the component is unused, when the component was

manufactured and by whom with a cross-reference to any original
documentation which should be included with the Form;

2.4.3 a list of all airworthiness directives, repairs and modifications

known to have been incorporated. If no airworthiness directives
or repairs or modifications are known to be incorporated then this
should be stated;

2.4.4 detail of life used for service life-limited parts being any
combination of fatigue, overhaul or storage life;

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

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2.5 New/unused aircraft components

2.5.1 Any unused aircraft component in storage without a DCA Form 1

up to the effective date(s) for MCAR-Part-21 that was
manufactured by an organisation acceptable to the Authority at
the time may be issued a DCA Form 1 by an appropriately rated
maintenance organisation approved under MCAR-M.A Subpart F.
The DCA Form 1 should be issued in accordance with the
following subparagraphs which should be included in a procedure
within the maintenance organisation manual.

Note 1: It should be understood that the release of a stored but

unused aircraft component in accordance with this paragraph
represents a maintenance release under MCAR- M.A Subpart F
and not a production release under MCAR-Part-21. It is not
intended to bypass the production release procedure agreed by
the Authority for parts and subassemblies intended for fitment on
the manufacturers own production line.

(a) An acceptance test report or statement should be available

for all used and unused aircraft components that are
subject to acceptance testing after manufacturing or
maintenance as appropriate.

(b) The aircraft component should be inspected for

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

(c) The storage life used of any storage life-limited parts

should be established.

2.5.2 If it is not possible to establish satisfactory compliance with all

applicable conditions specified in subparagraph 2.5.1 (a) to (c)
inclusive, the aircraft component should be disassembled by an
appropriately rated organisation and subjected to a check for
incorporated airworthiness directives, repairs and modifications
and inspected/ tested in accordance with the maintenance data
to establish satisfactory condition and, if relevant, all seals,
lubricants and life-limited parts replaced. Upon satisfactory
completion after reassembly, a DCA Form 1 may be issued

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stating what was carried out and the reference to the maintenance
data included.

2.6 Used aircraft components removed from a serviceable aircraft.

2.6.1 Serviceable aircraft components removed from a Mauritian

registered aircraft may be issued a DCA Form 1 by an
appropriately rated organisation subject to compliance with this
subparagraph.

(a) The organisation should ensure that the component was

removed from the aircraft by an appropriately qualified
person.

(b) The aircraft component may only be deemed serviceable

if the last flight operation with the component fitted
revealed no faults on that component/ related system.

(c) The aircraft component should be inspected for

satisfactory condition including in particular damage,
corrosion or leakage and compliance with any additional
maintenance data.

(d) The aircraft record should be researched for any unusual

events that could affect the serviceability of the aircraft
component such as involvement in accidents, incidents,
heavy landings or lightning strikes. Under no
circumstances may a DCA Form 1 be issued in
accordance with this paragraph 2.6 if it is suspected that
the aircraft component has been subjected to extremes of
stress, temperatures or immersion which could affect its
operation.

(e) A maintenance history record should be available for all

used serialised aircraft components.

(f) Compliance with known modifications and repairs should

be established.

(g) The flight hours/cycles/landings as applicable of any

service life-limited parts including time since overhaul
should be established.

(h) Compliance with known applicable airworthiness

directives should be established.

(i) Subject to satisfactory compliance with this subparagraph

2.6.1, a DCA Form 1 may be issued and should contain

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the information as specified in paragraph 2.4 including the

aircraft from which the aircraft component was removed.

2.6.2 Serviceable aircraft components removed from a non- Mauritian

registered aircraft may only be issued a DCA Form 1 if the
components are leased or loaned from the maintenance
organisation approved under MCAR-M.A Subpart F who retains
control of the airworthiness status of the components. A DCA
Form 1 may be issued and should contain the information as
specified in paragraph 2.4 including the aircraft from which the
aircraft component was removed.

2.7 Used aircraft components removed from an aircraft withdrawn from

service. Serviceable aircraft components removed from a Mauritian
registered aircraft withdrawn from service may be issued a DCA Form 1
by a maintenance organisation approved under MCAR-M.A Subpart F
subject to compliance with this subparagraph.

(a) Aircraft withdrawn from service are sometimes dismantled for

spares. This is considered to be a maintenance activity and
should be accomplished under the control of an organisation
approved under MCAR-M.A. Subpart F, employing procedures
approved by the Authority.

(b) To be eligible for installation, components removed from such

aircraft may be issued with a DCA Form 1 by an appropriately
rated organisation following a satisfactory assessment.

(c) As a minimum, the assessment will need to satisfy the standards

set out in paragraphs 2.5 and 2.6 as appropriate. This should,
where known, include the possible need for the alignment of
scheduled maintenance that may be necessary to comply with the
maintenance programme applicable to the aircraft on which the
component is to be installed.

(d) Irrespective of whether the aircraft holds a certificate of

airworthiness or not, the organisation responsible for certifying
any removed component should satisfy itself that the manner in
which the components were removed and stored are compatible
with the standards required by MCAR- M.A Subpart F.

(e) A structured plan should be formulated to control the aircraft

disassembly process. The disassembly is to be carried out by an
appropriately rated organisation under the supervision of
certifying staff, who will ensure that the aircraft components are

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removed and documented in a structured manner in accordance

with the appropriate maintenance data and disassembly plan.

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

(g) Dedicated control documentation is to be used as detailed by the

disassembly plan, to facilitate the recording of all maintenance
actions and component removals performed during the
disassembly process. Components found to be unserviceable are
to be identified as such and quarantined pending a decision on
the actions to be taken. Records of the maintenance
accomplished to establish serviceability are to form part of the
component maintenance history.

(h) Suitable MCAR-M.A Subpart F facilities for the removal and

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

2.8 Used aircraft components maintained by organisations not approved in

accordance with MCAR-M.A Subpart F or MCAR-Part-145.

For used components maintained by a maintenance organisation not

approved under MCAR-Part-M Subpart F or MCAR-Part-145, due care
should be taken before acceptance of such components. In such cases
an appropriately rated maintenance organisation approved under
MCAR-M.A Subpart F should establish satisfactory conditions by:

(a) dismantling the component for sufficient inspection in accordance

with the appropriate maintenance data,

(b) replacing of all service life-limited components when no

satisfactory evidence of life used is available and/or the
components are in an unsatisfactory condition,

(c) reassembling and testing as necessary the component,

(d) completing all certification requirements as specified in MCAR-

M.A.613.

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In the case of used components maintained by an EASA-Part -145, FAA

Part-145 repair station (USA) or by TCCA CAR573 approved
maintenance organisations (Canada) that does not hold an MCAR-Part-
145 or MCAR-M.A. Subpart F approval, the conditions (a) through (d)
described above may be replaced by the following conditions:

(a) availability of an EASA Form one, 8130-3 (FAA) or TCCA 24-0078

(TCCA) or an Authorized Release Certificate Form One (TCCA),

(b) verification of compliance with all applicable airworthiness

directives,

(c) verification that the component does not contain repairs or

modifications that have not been approved in accordance with
MCAR-Part-21,

(d) inspection for satisfactory condition including in particular

damage, corrosion or leakage,

(e) issuance of a Form 1 in compliance with paragraphs 2.2, 2.3 and

2.4.

These alleviated requirements are based on the fact that credit can be
taken for their technical capabilities and their Authority oversight

2.9 Used aircraft components removed from an aircraft involved in an

accident or incident. Such components should only be issued with a DCA
Form 1 when processed in accordance with paragraph 2.7 and a specific
work order including all additional necessary tests and inspections made
necessary by the accident or incident. Such a work order may require
input from the TC holder or original manufacturer as appropriate. This
work order should be referenced in block 12.

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

4 The certificate is to be used for export/import purposes, as well as for domestic

purposes, and serves as an official certificate for components from the
manufacturer/maintenance organisation to users. It should only be issued by
organisations approved by the Authority as applicable within the scope of the
approval.

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AMC M.A.614(a) Maintenance records

1 Properly executed and retained records provide owners, operators and

maintenance personnel with information essential in controlling unscheduled
and scheduled maintenance, and troubleshooting to eliminate the need for re-
inspection and rework to establish airworthiness.

The prime objective is to have secure and easily retrievable records with
comprehensive and legible contents. The aircraft record should contain basic
details of all serialised aircraft components and all other significant aircraft
components installed, to ensure traceability to such installed aircraft component
documentation and associated MCAR-M.A.304 maintenance data.

2 The maintenance record can be either a paper or computer system or any

combination of both. The records should remain legible throughout the required
retention period.

3 Paper systems should use robust material which can withstand normal handling
and filing.

4 Computer systems may be used to control maintenance and/or record details

of maintenance work carried out. Computer systems used for maintenance
should have at least one backup system which should be updated at least within
24 hours of any maintenance. Each terminal is required to contain programme
safeguards against the ability of unauthorised personnel to alter the database.

AMC M.A.614(c) Maintenance records

Associated maintenance data is specific information such as repair and modification

data. This does not necessarily require the retention of all aircraft maintenance
manual, component maintenance manual, parts catalogues etc. issued by the TC
holder or STC holder. Maintenance records should refer to the revision status of the
data used.

AMC M.A.615(b) Privileges of the organisation

MCAR-M.A.615(b) refers to work carried out by another organisation which is not

appropriately approved under MCAR-M.A. Subpart F or MCAR-Part-145 to carry out
such tasks.

The intent is to permit the acceptance of specialised maintenance services, such as,
but not limited to, non-destructive testing, surface treatment, heat-treatment, welding,

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fabrication of specified parts for minor repairs and modifications, etc., without the need
of Subpart F approval for those tasks.

The requirement that the organisation performing the specialised services must be
“appropriately qualified” means that it should meet an officially recognised standard
or, otherwise, it should be acceptable to the Authority (through the approval of the
Maintenance Organisation Manual).

“Under the control of the Subpart F organisation” means that the Subpart F
organisation should investigate the capability of the subcontracted organisation
(including qualifications, facilities, equipment and materials) and ensure that such
organisation:

 Receives appropriate maintenance instructions and maintenance data for the

task to be performed.

 Properly records the maintenance performed in the Subpart F airworthiness

records.

 Notifies the Subpart F organisation for any deviation or non-conformity, which

has arisen during such maintenance.

The certificate of release to service may be issued either at the subcontractors or at

the organisation facility by authorised certifying staff, and always under the MCAR-
M.A. Subpart F organisation reference. Such staff would normally come from the
MCAR-M.A. Subpart F organisation but may otherwise be a person from the
subcontractor who meets the MCAR-M.A. Subpart F organisation certifying staff
standard which itself is approved by the Authority via the Maintenance Organisation
Manual.

Subcontracted specialised services organisations should be listed in the Maintenance

Organisation Manual of the Subpart F organisation together with their qualifications,
and the associated control procedures.

AMC M.A.616 Organisational review (*)

1 The primary objectives of the organisational review are to enable the approved
maintenance organisation to ensure that it can deliver a safe product and that
approved maintenance organisation remains in compliance with the
requirements.

2 The approved maintenance organisation should identify:

2.1 The person responsible for the organisational review, and;

2.2 The frequency of the reviews, and;

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2.3 The scope and content of the reviews, and;

2.4 The persons accomplishing the reviews, and;

2.5 The procedure for planning, performing and processing review findings.

2.6 The procedure for ensuring corrective actions are carried out in the
appropriate time frame.

3 The organisation quality system as specified in MCAR-Part-145 provides an

acceptable basic structure for the organisational review system for
organisations with more than 10 maintenance staff, dependent upon the
complexity of the organisation.

4 Appendix VIII should be used to manage the organisational reviews.

AMC M.A.617 Changes to the approved maintenance organisation

The Authority should be given adequate notification of any proposed changes in order
to enable the maintenance organisation to remain approved if agreed by the Authority
during negotiations about any of the specified changes. Without this paragraph the
approval would automatically be suspended in all cases.

* see also Appendix VIII to AMC M.A.616

AMC M.A.702 Application

An application should be made on a DCA Form 2 (Appendix IX to AMC M.A.602 and

AMC M.A.702) or equivalent acceptable to the Authority.

The DCA Form 2 is valid for the application for MCAR-M.A. Subpart F, MCAR-Part-
145 and MCAR-M.A. Subpart G organisations. Organisations applying for several
approvals may do so using a single DCA Form 2.

AMC M.A.703(c)

The scope of work deemed to constitute the approval shall be specified in the
continuing airworthiness management exposition in accordance with point M.A.704.

AMC M.A.704 Continuing airworthiness management exposition (*)

1 The purpose of the continuing airworthiness management exposition is to set

forth the procedures, means and methods of the MCAR-M.A. Subpart G

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organisation. Compliance with its contents will assure compliance with MCAR-
Part-M requirements.

2 A continuing airworthiness management exposition should comprise:

Part 0 General organisation

Part 1 Continuing airworthiness procedures

Part 2 Quality system or organisational review (as applicable)

Part 3 Contracted maintenance (for operators) – management of

maintenance (liaison with maintenance organisations in the case
of non-commercial air transport)

Part 4 Airworthiness review procedures (if applicable)

3 Where an MCAR- M.A. Subpart G organisation is also approved to another

Part, the exposition or manual required by the other Part may form the basis of
the continuing airworthiness management exposition in a combined document.
Example for a combined MCAR-Part-145 and MCAR-M.A. Subpart G
organisation:

Part-145 Exposition (see equivalent paragraphs in AMC 145.A.70 (a))

Part 1 Management

Part 2 Maintenance procedures

Part L2 Additional line maintenance procedures

Part 3 Quality system and/or organisational review (as applicable)

Part 4 Contracts with owners/operators

Part 5 Appendices (sample of documents)

Part 7 FAA supplement (if applicable)

Part 8 TCCA supplement (if applicable)

Part 3 should also cover the functions specified by M.A.712 quality

system.

Part 4 should also cover contracted maintenance (for operators) –

Management of maintenance (liaison with maintenance
organisations in the case of non- commercial air transport)

Additional parts should be introduced covering the following (see equivalent

paragraphs in Appendix V to AMC M.A.704, which may have a different
numbering system):

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Part 0 General organisation

Part 6 Continuing airworthiness management procedures

Part 9 Airworthiness review procedures (if applicable)

Example for a combined M.A. Subpart F and M.A. Subpart G organisation: M.A.
Subpart F Maintenance Organisation Manual (see equivalent paragraphs in
Appendix IV to AMC M.A.604, which have a different numbering system):

Part 1 General

Part 2 Description

Part 3 General Procedures

Part 4 Working Procedures. This Part contains, among other things,

procedures for Organisational Reviews.

Part 5 Appendixes

Part 4 should also cover the functions specified by MCAR-M.A.712 quality

system (or organisation review, as applicable).

* see Appendices to Part M – Appendix V to AMC M.A.704

Additional parts should be introduced covering the following:

Part 0 General organisation

Part 6 Continuing airworthiness management procedures

Part 7 Airworthiness review procedures (if applicable)

4 Personnel should be familiar with those parts of the exposition that are relevant
to their tasks.

5 The MCAR-M.A. Subpart G organisation should specify in the exposition who

is responsible for the amendment of the document.

6 Unless otherwise agreed by the approving Authority, the person responsible for
the management of the quality system or for the organisational review should
be responsible for monitoring and amending the exposition, including
associated procedures manuals, and the submission of proposed amendments
to the approving Authority. The approving Authority may agree a procedure,
which will be stated in the amendment control section of the exposition, defining
the class of amendments which can be incorporated without the prior consent
of the Authority.

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7 The operator may use electronic data processing (EDP) for publication of the
continuing airworthiness management exposition. The continuing airworthiness
management exposition should be made available to the approving Authority in
a form acceptable to the Authority. Attention should be paid to the compatibility
of EDP publication systems with the necessary dissemination of the continuing
airworthiness management exposition, both internally and externally.

8 Part 0 “General organisation” of the continuing airworthiness management

exposition should include a corporate commitment by the MCAR-M.A Subpart
G organisation, signed by the accountable manager confirming that the
continuing airworthiness management exposition and any associated manuals
define the organisation compliance with Part-M and will be complied with at all
times.

9 The accountable manager’s exposition statement should embrace the intent of

the following paragraph, and in fact this statement may be used without
amendment. Any modification to the statement should not alter the intent:

This exposition defines the organisation and procedures upon which the
Authority* MCAR-M.A. Subpart G continuing airworthiness management
approval is based.

These procedures are approved by the undersigned and should be complied

with, as applicable, in order to ensure that all continuing airworthiness tasks of
(quote operator’s name) fleet of aircraft and/or of all aircraft under contract in
accordance with MCAR-M.A.201 (e) with (quote organisation’s name) are
carried out on time to an approved standard.

It is accepted that these procedures do not override the necessity of complying

with any new or amended regulation published from time to time where these
new or amended regulations are in conflict with these procedures.

It is understood that the Authority* will approve this organisation whilst the
Authority* is satisfied that the procedures are being followed and the work
standard is maintained. It is understood that the Authority* reserves the right to
suspend, vary or revoke the MCAR-M.A. Subpart G continuing airworthiness
management approval of the organisation or the air operator certificate, as
applicable, if the Authority* has evidence that the procedures are not followed
and the standards not upheld.

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

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

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

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

* Where it states Authority, please insert the actual name of the approving
Authority organisation or administration delivering the MCAR-M.A. Subpart G
continuing airworthiness management approval or the air operator certificate.

10 Whenever the accountable manager is changed it is important to ensure that

the new accountable manager signs the paragraph 9 statement at the earliest
opportunity as part of the acceptance by the approving Authority.

Failure to carry out this action invalidates the MCAR-M.A. Subpart G continuing
airworthiness management approval or the air operator certificate.

11 The exposition should contain information as applicable, on how the continuing

airworthiness management organisation complies with CDCCL instructions.

Appendix V contains an example of an exposition lay-out.

AMC M.A.705 Facilities

Office accommodation should be such that the incumbents, whether they be

continuing airworthiness management, planning, technical records or quality staff, can
carry out their designated tasks in a manner that contributes to good standards.

In the smaller MCAR-M.A. Subpart G organisations, the approving Authority may

agree to these tasks being conducted from one office subject to being satisfied that
there is sufficient space and that each task can be carried out without undue
disturbance. Office accommodation should also include an adequate technical library
and room for document consultation

AMC M.A.706 Personnel requirements

1 The person or group of persons should represent the continuing airworthiness

management structure of the organisation and be responsible for all continuing
airworthiness functions. Dependent on the size of the operation and the
organisational set-up, the continuing airworthiness functions may be divided
under individual managers or combined in nearly any number of ways.
However, if a quality system is in place it should be independent from the other
functions.

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2. The actual number of persons to be employed and their necessary

qualifications is dependent upon the tasks to be performed and thus dependent
on the size and complexity of the organisation general aviation aircraft,
corporate aircraft, number of aircraft and the aircraft types, complexity of the
aircraft and their age and for commercial air transport, route network, line or
charter, ETOPS) and the amount and complexity of maintenance contracting.
Consequently, the number of persons needed, and their qualifications may
differ greatly from one organisation to another and a simple formula covering
the whole range of possibilities is not feasible.

3 To enable the approving Authority to accept the number of persons and their
qualifications, an organisation should make an analysis of the tasks to be
performed, the way in which it intends to divide and/or combine these tasks,
indicate how it intends to assign responsibilities and establish the number of
man/hours and the qualifications needed to perform the tasks. With significant
changes in the aspects relevant to the number and qualifications of persons
needed, this analysis should be updated.

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;

4.2 a comprehensive knowledge of:

(a) relevant parts of operational requirements and procedures;

(b) the AOC holder’s Operations Specifications when applicable;

(c) the need for, and content of, the relevant parts of the AOC
holder’s Operations Manual when applicable;

4.3 knowledge of quality systems;

4.4 five years relevant work experience of which at least two years should
be from the aeronautical industry in an appropriate position;

4.5 a relevant engineering degree or an aircraft maintenance technician

qualification with additional education acceptable to the approving
Authority. ‘relevant engineering degree’ means an engineering degree
from aeronautical, mechanical, electrical, electronic, avionic or other
studies relevant to the maintenance and continuing airworthiness of
aircraft/ aircraft components;

The above recommendation may be replaced by 5 years of experience

additional to those already recommended by paragraph 4.4 above.

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These 5 years should cover an appropriate combination of experience

in tasks related to aircraft maintenance and/or continuing airworthiness
management (engineering) and/or surveillance of such tasks

4.6 thorough knowledge with the organisation’s continuing airworthiness

management exposition;

4.7 knowledge of a relevant sample of the type(s) of aircraft gained through

a formalised training course. These courses should be at least at a level
equivalent to MCAR-Part-66 Appendix III Level 1

General Familiarisation and could be imparted by a MCAR-Part-147

organisation, by the manufacturer, or by any other organisation accepted
by the Authority.

“Relevant sample” means that these courses should cover typical

systems embodied in those aircraft being within the scope of approval.

For all balloons and any other aircraft of 2730 Kg MTOM and below the
formalised training courses may be replaced by demonstration of
knowledge. This knowledge may be demonstrated by documented
evidence or by an assessment performed by the Authority. This
assessment should be recorded.

4.8 knowledge of maintenance methods.

4.9 knowledge of applicable regulations

AMC M.A.706(a) Personnel requirements

Accountable manager is normally intended to mean the chief executive officer of the
continuing airworthiness management organisation approved under MCAR-M.A.
Subpart G, who by virtue of position has overall (including in particular financial)
responsibility for running the organisation. The accountable manager may be the
accountable manager for more than one organisation and is not required to be
knowledgeable on technical matters. When the accountable manager is not the chief
executive officer, the Authority will need to be assured that such an accountable
manager has direct access to the chief executive officer and has a sufficiency of
continuing airworthiness funding allocation.

AMC M.A.706(e) Personnel requirements

1 The Authority of the operator should only accept that the nominated post holder
be employed by the organisation approved under MCAR-Part-145 when it is

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manifest that he/she is the only available competent person in a position to

exercise this function, within a practical working distance from the operator’s
offices.

2 This paragraph only applies to contracted maintenance and therefore does not
affect situations where the organisation approved under MCAR-Part-145 and
the operator are the same organisation.

AMC M.A.706 (f) Personnel requirements

Additional training in fuel tank safety as well as associated inspection standards and
maintenance procedures should be required of continuing airworthiness management
organisations’ technical personnel, especially the staff involved with the management
of CDCCL, Service Bulletin assessment, work planning and maintenance programme
management. DCA guidance is provided for training to Continuing Airworthiness
Management Organisations’ continuing airworthiness personnel in Appendix XII to
AMC to M.A.706(f).

AMC M.A.706(i) Personnel requirements

The approval by the Authority of the exposition, containing in MCAR-M.A.704(a)3 the

list of M.A.706(i) personnel, constitutes their formal acceptance by the Authority and
also their formal authorisation by the organisation.

AMC M.A.706(k) Personnel requirements

Adequate initial and recurrent training should be provided and recorded to ensure
continued competence.

AMC M.A.707(a) Airworthiness review staff

1 Airworthiness review staff are only required if the MCAR-M.A. Subpart G

organisation wants to be granted MCAR-M.A.711 (b) airworthiness review and,
if applicable, MCAR-M.A.711 (c) Certificate of Fitness for Flight privileges.

2 “experience in continuing airworthiness” means any appropriate combination of

experience in tasks related to aircraft maintenance and/or continuing
airworthiness management (engineering) and/or surveillance of such tasks.

3 A person qualified to the AMC M.A.706 subparagraph 4.5 should be considered

as holding the equivalent to an aeronautical degree.

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4 An appropriate licence in compliance with MCAR-Part-66 is any one of the

following:

 a category B1 licence in the subcategory of the aircraft reviewed, or

 a category B2 or C licence, or

 in the case of piston-engine non-pressurised aeroplanes of 2 000 kg MTOM

and below, a category B3 licence.

It is not necessary to satisfy the experience requirements of MCAR-Part-66 at the time

of the review.

5 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.

 MCAR-M.A. Subpart G organisations with MCAR-Part-145/MCAR-M.A.

Subpart-F approval, may nominate maintenance personnel from their MCAR-
Part-145/MCAR-M.A. Subpart F organisation as airworthiness review staff, as
long as they are not involved in the airworthiness management of the aircraft.
These personnel should not have been involved in the release to service of that
particular aircraft (other than maintenance tasks performed during the physical
survey of the aircraft or performed as a result of findings discovered during such
physical survey) to avoid possible conflict of interests.

 Nominating as airworthiness review staff personnel from the Quality

Department of the continuing airworthiness management organisation.

Overall authority on the airworthiness management process of complete aircraft may

be achieved, among other ways, by:

 Nominating as airworthiness review staff the Accountable Manager or the

Maintenance Post holder.

 Being authorised to perform airworthiness reviews only on those particular

aircraft for which the person is responsible for the complete continuing
airworthiness management process.

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 In the case of one-man organisations, this person has always overall authority.
This means that this person can be nominated as airworthiness review staff.

AMC M.A.707(a)(1) Airworthiness review staff

For all aircraft used in commercial air transport and any other aircraft, other than
balloons, above 2730 kg MTOM, formal aeronautical maintenance training means
training (internal or external) supported by evidence on the following subjects:

 Relevant parts of initial and continuing airworthiness regulations.

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

 The organisation’s continuing airworthiness management exposition.

 Knowledge of a relevant sample of the type(s) of aircraft gained through a

formalised training course. These courses should be at least at a level
equivalent to Part-66 Appendix III Level 1 General Familiarisation and could be
imparted by an MCAR-Part-147 organisation, by the manufacturer, or by any
other organisation accepted by the Authority.

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

 Maintenance methods.

AMC M.A.707(a)(2) Airworthiness review staff

For all balloons and any other aircraft of 2730 Kg MTOM and below, not used in
commercial air transport:

1 “experience in continuing airworthiness” can be full time or part-time, either as

professional or on a voluntary basis.

2 Appropriate aeronautical maintenance training means demonstrated

knowledge of the following subjects:

 Relevant parts of initial and continuing airworthiness regulations.

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

 The organisation’s continuing airworthiness management exposition.

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 Knowledge of a relevant sample of the type(s) of aircraft gained through training

and/ or work experience. Such knowledge should be at least at a level
equivalent to MCAR-Part-66 Appendix III Level 1 General Familiarisation and
could be imparted by an MCAR-Part-147 organisation, by the manufacturer, or
by any other organisation accepted by the Authority.

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

 Maintenance methods.

This knowledge may be demonstrated by documented evidence or by an assessment

performed by the Authority or by other airworthiness review staff already authorised
within the organisation in accordance with approved procedures. This assessment
should be recorded.

AMC M.A.707(b) Airworthiness review staff

The formal acceptance by the Authority of the airworthiness review staff is granted
through the corresponding DCA Form 4.

An airworthiness review “under supervision” means under the supervision of the

Authority. If the organisation has already properly authorised airworthiness review
staff, the Authority may accept that the supervision be performed by this existing
airworthiness review staff in accordance with an approved procedure. In such case,
evidence of the airworthiness review performed under supervision should be provided
to the Authority together with the DCA Form 4. If satisfied, the Authority will issue the
formal acceptance through the DCA Form 4. Once the airworthiness review staff has
been accepted by the Authority, the inclusion of their name in the exposition (refer to
MCAR-M.A.704(a)5) constitutes the formal authorisation by the organisation.

AMC M.A.707(c) Airworthiness review staff

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

 conducted at least one airworthiness review in the last twelve month period.

In order to restore the validity of the authorisation, the airworthiness review staff should
conduct at a satisfactory level an airworthiness review under the supervision of the

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Authority or, if accepted by the Authority, under the supervision of another currently
valid authorised airworthiness review staff of the concerned continuing airworthiness
management organisation in accordance with an approved procedure.

AMC M.A.707(e) Airworthiness review staff

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

 Name,

 Date of Birth,

 Basic Education,

 Experience,

 Aeronautical Degree and/or MCAR-Part-66 qualification and/or nationally-

recognised maintenance personnel qualification,

 Initial Training received,

 Type of Training received,

 Continuation Training received,

 Experience in continuing airworthiness and within the organisation,

 Responsibilities of current role in the organisation,

 Copy of the authorisation.

AMC M.A.708(b)(3) Continuing Airworthiness Management

When managing the approval of modifications or repairs the organisation should

ensure that Critical Design Configuration Control Limitations are taken into account.

AMC M.A.708(c) Continuing airworthiness management (*)

1 Where an operator is not approved under MCAR-Part-145 or an operator’s

maintenance organisation is an independent organisation, a contract should be
agreed between the operator and a maintenance organisation approved under
MCAR-Part-145, which specifies, in detail, the work to be performed by the

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maintenance organisation. Appendix XI to this AMC gives further details on the

subject.*

2 Both the specification of work and the assignment of responsibilities should be

clear, unambiguous and sufficiently detailed to ensure that no
misunderstanding should arise between the parties concerned (operator,
maintenance organisation and the Authority) that could result in a situation
where work that has a bearing on the airworthiness or serviceability of aircraft
is not or will not be properly performed.

3 Special attention should be paid to procedures and responsibilities to ensure

that all maintenance work is performed, service bulletins are analysed and
decisions taken on accomplishment, airworthiness directives are completed on
time and that all work, including non-mandatory modifications is carried out to
approved data and to the latest standards.

4 For line maintenance, the actual layout of the contract, the IATA Standard
Ground Handling Agreement may be used as a basis, but this does not
preclude the Authority of operator from ensuring that the content of the contract
is acceptable to them, and especially that the contract allows the operator to
properly exercise its maintenance responsibility. Those parts of a contract that
have no bearing on the technical or operational aspects of airworthiness are
outside the scope of this paragraph.

5 It is possible to contract another operator that is not directly approved under

MCAR-Part-145. In this case the operator’s continuing airworthiness
management exposition should include appropriate procedures to ensure that
all this contracted maintenance is ultimately performed on time by organisations
approved under MCAR-Part-145 in accordance with the contracting operator’s
data. In particular the quality system procedures should place great emphasis
on monitoring compliance with the above. The list of MCAR-Part-145 approved
contractors, or a reference to this list, should be included in the operator’s
continuing airworthiness management exposition.

6 Such a maintenance arrangement does not absolve the operator from its overall
continuing airworthiness responsibility. Specifically, in order to accept the
maintenance arrangement, the Authority should be satisfied that such an
arrangement allows the operator to ensure full compliance with responsibilities
pursuant to MCAR- M.A.201.

7 The purpose of MCAR-M.A.708(c) is to ensure that all maintenance is carried

out by properly approved MCAR-Part-145 organisations. This does not
preclude a primary maintenance arrangement with an operator that is not such
an organisation, when it proves that such an arrangement is in the interest of
the operator by simplifying the management of its maintenance, and the
operator keeps an appropriate control of it. Such an arrangement should not

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preclude the operator from ensuring that all maintenance is performed by an

MCAR-Part-145 approved organisation and complying with the MCAR-
M.A.201 continuing airworthiness responsibility requirements. Typical
examples of such arrangements follow:

 Component maintenance:

The operator may find it more appropriate to have a primary contractor that
would despatch the components to appropriately approved organisations,
rather than sending himself different types of components to various
maintenance organisations approved under MCAR-Part-145. The benefit for
the operator is that the management of maintenance is simplified by having a
single contact point for component maintenance. The operator remains
responsible for ensuring that all maintenance is performed by maintenance
organisations approved under MCAR-Part-145 and in accordance with the
approved standard.

 Aircraft, engine and component maintenance:

The operator may wish to have a maintenance contract with another operator
of the same type of aircraft not approved under MCAR-Part-145. A typical case
is that of a dry-leased aeroplane between operators where the parties, for
consistency or continuity reasons (especially for short term lease agreements),
find it appropriate to keep the aeroplane under the current maintenance
arrangement. Where this arrangement involves various MCAR-Part-145
approved contractors, it might be more manageable for the lessee operator to
have a single contract with the lessor operator. Such an arrangement should
not be understood as a transfer of responsibility to the lessor operator: the
lessee operator, being the approved operator of the aircraft, remains
responsible for the continuing airworthiness of the aircraft in performing the
MCAR-M.A.708 functions, and employing the MCAR-M.A.706 continuing
airworthiness management group of persons and staff.

In essence, this does not alter the intent of MCAR-M.A.201 (h) in that it also requires
that the operator has to establish a written maintenance contract acceptable to the
Authority of operator and, whatever type of acceptable arrangement is made, the
operator is required to exercise the same level of control on contracted maintenance,
particularly through the MCAR-M.A.706 (c) continuing airworthiness management
group of persons and quality system as referred to in MCAR-M.A.712.

* see Appendices to Part M – Appendix XI to AMC M.A.708(c)

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AMC M.A.708(c)(1) Continuing airworthiness management unscheduled

maintenance

The intent of this paragraph is that maintenance contracts are not necessary when the
operator’s continuing airworthiness system, as approved by the Authority of operator,
specifies that the relevant maintenance activity may be ordered through one time work
orders. This includes for obvious reasons unscheduled line maintenance and may also
include aeroplane component maintenance up to engines, so long as the Authority of
operator considers that the maintenance is manageable through work orders, both in
term of volume and complexity. It should be noted that this paragraph implies that
even where base maintenance is ordered on a case-by-case basis, there should be a
written maintenance contract.

AMC M.A.709 Documentation

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.

The sentence “…, except when required by MCAR-M.A.714”, means, in particular, the
need to keep a copy of the customer data which was used to perform continuing
airworthiness activities during the contract period.

“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 Authority prior to the initial approval and prior to the extension of the
scope of an existing organisation approval. The intent is that the Authority is aware of
the scope and complexity of tasks that will be managed before granting an
organisation approval or change of approval.

After this initial approval, when an owner/operator is contracted, the baseline or

generic maintenance programme, as applicable, may be used to establish the M.A.302

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aircraft maintenance programme, incorporating the additional maintenance tasks and

indicating those which are not applicable to a particular aircraft registration mark. This
may be achieved by adding an Annex to the baseline/generic maintenance
programme for each aircraft registration, specifying which tasks are added and which
are not applicable. This will result in an aircraft maintenance programme specific for
each customer.

However, this does not mean that this adaptation must be performed for each
contracted aircraft registration. The reason is that the customer may already have an
approved aircraft maintenance programme, which in that case should be used by the
continuing airworthiness management organisation to manage the continuing
airworthiness of such aircraft.

Continuing airworthiness management organisations may seek authorisation for

indirect approval in order to amend the aircraft maintenance programme mentioned
above in accordance with MCAR-M.A.302(c). The indirect approval procedure should
include provisions to notify to the Authority that an aircraft maintenance programme
specific for a customer has been created. The reason is that, according to MCAR-
M.A.704(a)9, for aircraft not involved in commercial air transport the Continuing
Airworthiness Management Exposition (CAME) only needs to include the reference to
the baseline/generic maintenance programme.

AMC M.A.710(a) Airworthiness review

1 A full documented review is a check of at least the following categories of

documents:

 registration papers

 MCAR-M.A.305 aircraft continuing airworthiness record system

 MCAR-M.A.306 operator’s technical log system

 list of deferred defects, minimum equipment list and configuration deviation list
if applicable.

 aircraft flight manual including aircraft configuration

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 aircraft maintenance programme

 maintenance data

 relevant work packages

 AD status

 modification and SB status

 modification and repair approval sheets

 list of service life-limited component

 relevant EASA Form 1 or equivalent

 mass and balance report and equipment list

 aircraft, engine and propeller TC Data Sheets

As a minimum, sample checks within each document category should be carried out.

2 The MCAR-M.A. Subpart G organisation should develop procedures for

airworthiness review staff to produce a compliance report that confirms the
above have been reviewed and found in compliance with MCAR-Part-M.

AMC M.A.710(b) and (c) Airworthiness review

1 The physical survey could require actions categorised as maintenance (e.g.

operational tests, tests of emergency equipment, visual inspections requiring
panel opening etc.). In this case, after the airworthiness review a release to
service should be issued in accordance with MCAR-Part-M.

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When the airworthiness review staff are not appropriately qualified to MCAR-
Part-66 in order to release such maintenance, MCAR-M.A.710(b) requires them
to be assisted by such qualified personnel. However, the function of such
MCAR-Part-66 personnel is limited to perform and release the maintenance
actions requested by the airworthiness review staff, it not being their function to
perform the physical survey of the aircraft. As stated in MCAR-M.A.710(b), the
airworthiness review staff shall carry out the physical survey of the aircraft, and
this survey includes the verification that no inconsistencies can be found
between the aircraft and the documented review of records.

This means that the airworthiness review staff who are going to sign the
airworthiness review certificate or the recommendation should be the one
performing both the documented review and the physical survey of the aircraft,
it not being the intent of the rule to delegate the survey to MCAR-Part-66
personnel who are not airworthiness review staff.

2 The physical survey may include verifications to be carried out during flight.

3 The MCAR-M.A. Subpart G organisation should develop procedures for the

airworthiness review staff to produce a compliance report that confirms the
physical survey has been carried out and found satisfactory.

4 To ensure compliance the physical survey may include relevant sample checks
of items.

AMC.M.A.710(d) Reserved

AMC M.A.710(e) Airworthiness review

A copy of both physical survey and document review compliance reports stated above
should be sent to the Authority together with any recommendation issued.

AMC M.A.711(b) Privileges of the organisation

An organisation may be approved for the privileges of MCAR-M.A.711(a) only, without

the privilege to carry out airworthiness reviews. This can be contracted to another
appropriately approved organisation. In such a case, it is not mandatory that the
contracted organisation is linked to an AOC holder, being possible to contract an
appropriately approved independent continuing airworthiness management
organisation which is approved for the same aircraft type

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In order to be approved for the privileges of MCAR-M.A.711(b) for a particular aircraft

type, it is necessary to be approved for the privileges of MCAR-M.A.711(a) for that
aircraft type. As a consequence, the normal situation in this case is that the
organisation will be performing continuing airworthiness management tasks and
performing airworthiness reviews on every aircraft type contained in the approval
certificate.

Nevertheless, this does not necessarily mean that the organisation needs to be
currently managing an aircraft type in order to be able to perform airworthiness reviews
on that aircraft type. The organisation may be performing only airworthiness reviews
on an aircraft type without having any customer under contract for that type.

Furthermore, this situation should not necessarily lead to the removal of the aircraft
type from the organisation approval. As a matter of fact, since in most cases the
airworthiness review staffs are not involved in continuing airworthiness management
activities, it cannot be argued that these airworthiness review staff are going to lose
their skills just because the organisation is not managing a particular aircraft type. The
important issue in relation to maintaining a particular aircraft type in the organisation
approval is whether the organisation continuously fulfils all the Subpart G requirements
(facilities, documentation, qualified personnel, quality system, etc.) required for initial
approval.

AMC M.A.711(c) Privileges of the organisation

The sentence ‘for the particular aircraft for which the organisation is approved to issue
the airworthiness review certificate’ contained in MCAR-M.A.711(c) means that:

 For aircraft used in commercial air transport, and aircraft above 2730 kg MTOM,
except balloons, the Certificate for Fitness for flight can only be issued for
aircraft which are in a controlled environment and are managed by that MCAR-
M.A. Subpart G organisation.

 For aircraft not involved in commercial air transport of 2730 kg MTOM and
below, and for all balloons, the Certificate for Fitness for flight can be issued for
any aircraft.

AMC M.A.712(a) Quality system

1 Procedures should be held current such that they reflect best practice within
the organisation. It is the responsibility of all employees to report any difficulties
with the procedures via their organisation’s internal occurrence reporting
mechanisms.

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

3 The feedback part of the system should address who is required to rectify any
non-compliance in each particular case and the procedure to be followed if
rectification is not completed within appropriate timescales. The procedure
should lead to the accountable manager specified in MCAR-M.A.706.

4 The independent quality audit reports referenced in AMC M.A.712 (b) should
be sent to the relevant department for rectification action giving target
rectification dates. Rectification dates should be discussed with such
department before the quality department or nominated quality auditor confirms
such dates in the report. The relevant department is required to rectify findings
and inform the quality manager or the quality auditor of such rectification.

5 The accountable manager should hold regular meetings with staff to check
progress on rectification except that in the large organisations such meetings
may be delegated on a day to day basis to the quality manager subject to the
accountable manager meeting at least twice per year with the senior staff
involved to review the overall performance and receiving at least a half yearly
summary report on findings of non-compliance.

AMC M.A.712(b) Quality System

1 The primary objectives of the quality system are to enable the MCAR-M.A.
Subpart G organisation to ensure airworthy aircraft and to remain in compliance
with the MCAR-Part-M requirements.

2 An essential element of the quality system is the independent audit.

3 The independent audit is an objective process of routine sample checks of all

aspects of the MCAR-M.A. Subpart G organisation’s ability to carry out
continuing airworthiness management to the required standards. It includes
some product sampling as this is the end result of the process.

4 The independent audit represents an objective overview of the complete

continuing airworthiness management related activities. It is intended to
complement the MCAR-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 MCAR-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. The independent audit
does not require each procedure to be checked against each product line when

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it can be shown that the particular procedure is common to more than one
product line and the procedure has been checked every year without resultant
findings. Where findings have been identified, the particular procedure should
be rechecked against other product lines until the findings have been rectified
after which the independent audit procedure may revert back to the annual
interval for the particular procedure.

Provided that there are no safety related findings, the audit time periods
specified in this AMC may be increased by up to 100% subject to agreement
by the Authority.

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.

7 A report should be raised each time an audit is carried out describing what was
checked and the resulting findings against applicable requirements, procedures
and products.

8 The independence of the audit should be established by always ensuring that

audits are carried out by personnel not responsible for the function, procedure
or products being checked.

9 An organisation should establish a quality plan acceptable to the Authority of

approval to show when and how often the activities as required by MCAR-M.A.
Subpart G will be audited.

AMC M.A.712(f) Quality system

A small organisation is considered to be an organisation with up to 5 full-time staff

(including all MCAR-M.A.706 personnel) or equivalent proportional number when
using part-time staff. The complexity of the organisation, combination of aircraft and
aircraft types, the utilisation of the aircraft and the number of approved locations of the
organisations should also be considered before replacing the quality system by an
organisational review.

Appendix XIII should be used to manage the organisational reviews.

The following activities should not be considered as subcontracting and, as a

consequence, they may be performed without a Quality System, although they need
to be described in the continuing airworthiness management exposition and be
approved by the Authority:

 Subscription to a technical publisher that provides maintenance data (Aircraft

Maintenance Manuals, Illustrated Parts Catalogues, Service Bulletins, etc.),
which may be applicable to a wide range of aircraft. These data may include

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maintenance schedules recommended by different manufacturers that can be

afterwards used by the continuing airworthiness management organisation in
order to produce customised maintenance programmes.

 Contracting the use of a software tool for the management of continuing

airworthiness data and records, under the following conditions (in addition to
MCAR-M.A.714(d) and (e)):

 If the tool is used by several organisations, each organisation should have

access to its own data only.

 Introduction of data can only be performed by personnel of the continuing

airworthiness management organisation.

 The data can be retrieved at any time

AMC M.A.713 Changes to the approved continuing airworthiness

organisation

1 This paragraph covers scheduled changes to the continuing airworthiness

organisation’s approval. Whilst the requirements relating to air operator
certificates, including their issue, variation and continued validity, are
prescribed in the appropriate regulation, operators should be aware this
paragraph is included in MCAR-Part M and may affect continued acceptance
of the continuing airworthiness management.

2 The primary purpose of this paragraph is to enable the continuing airworthiness

organisation to remain approved if agreed by the Authority during negotiations
about any of the specified changes. Without this paragraph the approval would
automatically be suspended in all cases.

AMC M.A.714 Record-keeping

1 The MCAR-M.A. Subpart G organisation should ensure that it always receives

a complete CRS from the approved maintenance organisation MCAR-
M.A.801(b)(2) certifying staff and/or from the Pilot-owner such that the required
records can be retained. The system to keep the continuing airworthiness
records should be described in the organisation continuing airworthiness
management exposition.

2 When an organisation arranges for the relevant maintenance organisation to

retain copies of the continuing airworthiness records on its behalf, it will
nevertheless continue to be responsible for the records under MCAR-M.A.714

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relating to the preservation of records. If it ceases to be the organisation of the

aircraft, it also remains responsible for transferring the records to any other
person or organisation managing continuing airworthiness of the aircraft.

3 Keeping continuing airworthiness records in a form acceptable to the Authority

means in paper form or on a computer database or a combination of both
methods. Records stored in microfilm or optical disc form are also acceptable.
The record should remain legible throughout the required retention period.

4 Paper systems should use robust material which can withstand normal handling
and filing.

5 Computer systems should have at least one backup system which should be
updated within 24 hours of any new entry. Each terminal is required to contain
programme safeguards against the ability of unauthorised personnel to alter the
database.

6 Microfilming or optical storage of continuing airworthiness records may be

carried out at any time. The records should be as legible as the original record
and remain so for the required retention period.

AMC M.A.801(b) Aircraft certificate of release to service

A certificate of release to service is necessary before flight, at the completion of any

defect rectification, whilst the aircraft operates a flight between scheduled
maintenance checks.

AMC M.A.801(d) Aircraft certificate of release to service

1 “3 years of appropriate maintenance experience” means 3 years working in an

aircraft maintenance environment on at least some of the aircraft type systems
corresponding to the aircraft endorsed on the aircraft maintenance license or
on the certifying staff authorisation that the person holds.

2 “Holding the proper qualifications” means holding either:

(a) a valid ICAO Annex 1 compliant maintenance license for the aircraft type
requiring certification,

or;

(b) a certifying staff authorisation valid for the work requiring certification,
issued by an ICAO Annex 6 approved maintenance organisation.

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3 A release in accordance with this paragraph does not affect the controlled
environment of the aircraft as long as the MCAR-M.A.801(d)2 recheck and
release has been carried out by an approved maintenance organisation.

AMC M.A.801(f) Aircraft certificate of release to service

1 The aircraft certificate of release to service should contain the following

statement:

(a) ‘Certifies that the work specified except as otherwise specified was
carried out in accordance with MCAR-Part-M and in respect to that work
the aircraft is considered ready for release to service’.

(b) For a Pilot-owner a certificate of release to service should contain the

following statement:

‘Certifies that the limited pilot-owner maintenance specified except as

otherwise specified was carried out in accordance with MCAR-Part M
and in respect to that work the aircraft is considered ready for release to
service’.

2 The certificate of release to service should relate to the task specified in the
manufacturer’s or operator’s instruction or the aircraft maintenance programme
which itself may cross-refer to a manufacturer’s/operator’s instruction in a
maintenance manual, service bulletin etc.

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

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

5 The person issuing the certificate of release to service should use his normal
signature except in the case where a computer release to service system is
used. In this latter case the Authority will need to be satisfied that only the
particular person can electronically issue the release to service. One such
method of compliance is the use of a magnetic or optical personal card in
conjunction with a personal identity number (PIN) known only to the individual,
which is keyed into the computer. A certification stamp is optional.

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6 At the completion of all maintenance, owners, certifying staff, operators and

maintenance organisations should ensure they have a clear, concise, legible
record of the work performed.

7 In the case of an MCAR-M.A.801 (b) 2 release to service, certifying staff should

retain all records necessary to prove that all requirements have been met for
the issuance of a certificate of release to service.

AMC M.A.801(g) Aircraft certificate of release to service

1 Being unable to establish full compliance with sub-paragraph M.A.801 (b)

means that the maintenance required by the aircraft owner or MCAR-M.A.
Subpart G organisation could not be completed due either to running out of
available aircraft maintenance downtime for the scheduled check or by virtue
of the condition of the aircraft requiring additional maintenance downtime.

2 The aircraft owner or MCAR-M.A. Subpart G organisation is responsible for

ensuring that all required maintenance has been carried out before flight.
Therefore an aircraft owner or MCAR-M.A. Subpart G organisation should be
informed and agree to the deferment of full compliance with MCAR-M.A.801
(b). The certificate of release to service may then be issued subject to details
of the deferment, including the aircraft owner or MCAR-M.A. Subpart G
organisation authorisation, being endorsed on the certificate.

3 If a certificate of release to service is issued with incomplete maintenance a

record should be kept stating what action the mechanic, supervisor and
certifying staff should take to bring the matter to the attention of the relevant
aircraft owner or MCAR-M.A. Subpart G organisation so that the issue may be
discussed and resolved with the aircraft owner or MCAR-M.A. Subpart G
organisation.

AMC M.A.801(h) Aircraft certificate of release to service

‘Endangers flight safety’ means any instance where safe operation could not be
assured or which could lead to an unsafe condition. It typically includes, but is not
limited to, significant cracking, deformation, corrosion or failure of primary structure,
any evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage
and any emergency system or total system failure.

An airworthiness directive overdue for compliance is also considered a hazard to flight

safety.

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AMC M.A.802 Component certificate of release to service

When an approved organisation maintains an aircraft component for use by the

organisation a DCA Form 1 may not be necessary depending upon the organisation’s
internal release procedures, however all the information normally required for the DCA
Form 1 should be adequately detailed in the certificate of release to service.

AMC M.A.803 Pilot-owner authorisation

1 Privately operated means the aircraft is not operated pursuant to MCAR-

M.A.201 (h) and (i).

2 A Pilot-owner may only issue a certificate of release to service for maintenance

he/ she has performed.

3 In the case of a jointly-owned aircraft, the maintenance programme should list:

 The names of all Pilot-owners competent and designated to perform

Pilot-owner maintenance in accordance with the basic principles
described in Appendix VIII of MCAR-Part-M. An alternative would be the
maintenance programme to contain a procedure to ensure how such a
list of competent Pilot-owners should be managed separately and kept
current.

 The limited maintenance tasks they may perform.

4 An equivalent valid Pilot-owner license may be any document attesting a pilot

qualification recognised by the Authority. It does not have to be necessarily
issued by the Authority, but it should in any case be issued in accordance with
ICAO ANNEX 1 by a Contracting State. In such a case, the equivalent
certificate or qualification number should be used instead of the pilot’s licence
number for the purpose of the MCAR-M.A.801(b)3 (certificate of release to
service).

AMC M.A.901 Aircraft airworthiness review

To assess the continued airworthiness of an aircraft, , MCAR-M.A.901 requires that

every six months an airworthiness review of the aircraft and its continuing
airworthiness records be carried out, which results in the issuance of an airworthiness
review certificate valid for six months.

Any airworthiness review certificate issued in accordance with the Mauritius

requirements of MCAR-Part-M, Subpart I, is considered to attest the continued
airworthiness of the aircraft airworthiness certificate for a period of six month.

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AMC M.A.901(a) Aircraft airworthiness review

DCA Form 15 is issued by an MCAR- M.A. Subpart G organisation.

AMC M.A.901(b) Aircraft airworthiness review

1 If the continuing airworthiness of the aircraft is not managed according to a

MCAR- Part-M Appendix I arrangement between the owner and the MCAR-
M.A. Subpart G organisation, the aircraft should be considered to be outside a
controlled environment. Nevertheless, such arrangement is not necessary
when the operator and the MCAR-M.A. Subpart G organisation are the same
organisation.

2 The fact that limited pilot-owner maintenance as defined in MCAR-M.A.803 (b)

is not carried out and released by an approved maintenance organisation does
not change the status of an aircraft in a controlled environment providing the
MCAR-M.A. Subpart G organisation under contract has been informed of any
such maintenance carried out.

AMC M.A.901(c)(2), (e)(2) and (f) Aircraft airworthiness review

Reserved.

AMC M.A.901(d) and (g) Aircraft airworthiness review

Reserved.

AMC M.A.901(g) Aircraft airworthiness review

Reserved.

AMC M.A.901(j) Aircraft airworthiness review

Reserved.

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AMC M.A.903(a)(1) Transfer of aircraft registration within Mauritius

The applicant should notify to the Authority so as to allow the proper transfer of
information between the two owners during the aircraft transfer process. The transfer
of information should include, if applicable, notification that the airworthiness review
certificate of the aircraft being transferred was issued in accordance with the national
requirements.

AMC M.A.903(b) Transfer of aircraft registration within Mauritius

In case of transfer of aircraft registration within Mauritius the aircraft owner/ operator
should verify that the Authority has entered the new aircraft registration on the existing
airworthiness review certificate and validated the change

AMC M.A.904(a)(1) Airworthiness reviews of aircraft imported into Mauritius.

In order to enable the Authority personnel to proceed with the aircraft survey/ review,
the applicant should inform the Authority at least 20 working days in advance of the
time and location of the aircraft.

AMC M.A.904(a)(2) Airworthiness reviews of aircraft imported into Mauritius

1 When performing an airworthiness survey/review of aircraft imported into

Mauritius aircraft and the relevant records should be reviewed to determine the
work to be undertaken to establish the airworthiness of the aircraft.

2 In determining the work to be undertaken during the airworthiness review on

the aircraft, the following should be taken into consideration:

(a) the information from third country authorities such as export certificates,
primary authority information;

(b) the information on aircraft maintenance history such as continuing

airworthiness records, aircraft, engine, propeller, rotor and life limited
part log books or cards as appropriate, tech log/flight log/cabin log, list
of deferred defects, total flight times and cycles, times and cycles since
last maintenance, accident history, former maintenance schedule,
former AD compliance status;

(c) the information on aircraft such as aircraft, engine and propeller type
certificate datasheets, noise and emission certificate data sheets, flight
manual and supplements;

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(d) the aircraft continuing airworthiness status such as the aircraft and AD
status, the SB status, the maintenance status, the status of all service
life limited components, weight and centre of gravity schedule including
equipment list;

(e) the modification and repair status of the aircraft detailing elements such
as owner/operator designed modifications and repairs, STCs, and parts
needing State of Design or Manufacture approval

(f) the aircraft cabin configuration such as emergency equipment fitted,

cockpit configuration, placards, instrument limitations, cabin layout;

(g) the maintenance needed for import, such as embodiment of

modifications needed to comply with the Authority recognised Type
Certificate such as EASA/ FAA/TC type certificates, bridging check to
comply with the new maintenance programme;

(h) he avionics such as, but not limited to, radio and navigation equipment,
instrument flight rules (IFR) equipment, digital flight data recorder
(DFDR)/cockpit voice recorder (CVR) test, emergency locator
transmitter (ELT) 406 MHz code and identification;

(i) the compass compensation;

(j) special operating rules such as extended twin-engine operations

(ETOPS)/long range operations (LROPS), reduced vertical separation
minima (RVSM), minimum navigation performance specifications
(MNPS), all weather operations (AWOPS), area navigation (RNAV);

(k) the aircraft survey including verification of conformity with the flight
manual and the datasheet, presence of fire proof identification plates,
conformity of markings including registration, presence and
serviceability of emergency equipment, internal and external lighting
systems, and

(l) check flight including check of control system/cockpit ground

check/engine run up.

3 Reserved.

AMC M.A.904(b) Airworthiness review of aircraft imported into Mauritius

Reserved.

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SECTION C
APPENDICES
Appendix I

Continuing Airworthiness Arrangement

1 When an owner contracts a continuing airworthiness organisation approved

under MCAR-M.A. Subpart G in accordance with point MCAR-M.A.201 to carry
out continuing airworthiness management tasks, upon request by the Authority
a copy of the arrangement shall be sent by the owner to the Authority once it
has been signed by both parties.

2 The arrangement shall be developed taking into account the requirements of

MCAR-Part M and shall define the obligations of the signatories in relation to
continuing airworthiness of the aircraft.

3 It shall contain as a minimum the:

 aircraft registration,

 aircraft type,

 aircraft serial number,

 aircraft owner or registered lessee’s name or company details including the

address,

 details of the continuing airworthiness organisation details approved under

MCAR-M.A. Subpart G including the address.

4 It shall state the following:

“The owner entrusts to the approved organisation the management of the

continuing airworthiness of the aircraft, the development of a maintenance
programme that shall be approved by the airworthiness authorities where the
aircraft is registered, and the organisation of the maintenance of the aircraft
according to said maintenance programme in an approved organisation.

According to the present arrangement, both signatories undertake to follow the

respective obligations of this arrangement.

The owner certifies, to the best of their belief that all the information given to
the approved organisation concerning the continuing airworthiness of the

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aircraft is and will be accurate and that the aircraft will not be altered without
prior approval of the approved organisation.

In case of any non-conformity with this arrangement, by either of the

signatories, it will become null. In such a case, the owner will retain full
responsibility for every task linked to the continuing airworthiness of the aircraft
and the owner will undertake to inform the Authority within two full weeks.”

5 When an owner contracts a continuing airworthiness organisation approved

under MCAR-M.A. Subpart G in accordance with point MCAR-M.A.201 the
obligations of each party shall be shared as follows:

5.1 Obligations of the approved organisation:

1 have the aircraft type in the scope of its approval;

2 respect the conditions to maintain the continuing airworthiness of

the aircraft listed below:

(a) develop a maintenance programme for the aircraft,

including any reliability programme developed, if
applicable;

(b) declare the maintenance tasks (in the maintenance

programme) that may be carried out by the pilot-owner in
accordance with MCAR-M.A.803(c);

(c) organise the approval of the aircraft’s maintenance

programme;

(d) once it has been approved, give a copy of the aircraft’s

maintenance programme to the owner;

(e) organise a bridging inspection with the aircraft’s prior

maintenance programme;

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

approved maintenance organisation;

(g) organise for all applicable airworthiness directives to be

applied;

(h) organise for all defects discovered during scheduled

maintenance, airworthiness reviews or reported by the
owner to be corrected by an approved maintenance
organisation;

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(i) coordinate scheduled maintenance, the application of

airworthiness directives, the replacement of life limited
parts, and component inspection requirements;

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

(k) manage all technical records;

(l) archive all technical records;

3 organise the approval of any modification to the aircraft in

accordance with MCAR-Part-21 before it is embodied;

4 organise the approval of any repair to the aircraft in accordance

with the MCAR-Part-21 before it is carried out;

5 inform the Authority whenever the aircraft is not presented to the

approved maintenance organisation by the owner as requested
by the approved organisation;

6 inform the Authority whenever the present arrangement has not

been respected;

7 carry out the airworthiness review of the aircraft when necessary

and issue the airworthiness review certificate.

8 send within 10 days a copy of any airworthiness review certificate

issued to the Authority;

9 carry out all occurrence reporting mandated by applicable

regulations;

10 inform the Authority whenever the present arrangement is

denounced by either party.

5.2 Obligations of the owner:

1 have a general understanding of the approved maintenance

programme;

2 have a general understanding of this MCAR-Part-M;

3 present the aircraft to the approved maintenance organisation

agreed with the approved organisation at the due time designated
by the approved organisation’s request;

4 not modify the aircraft without first consulting the approved

organisation;

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5 inform the approved organisation of all maintenance exceptionally

carried out without the knowledge and control of the approved
organisation;

6 report to the approved organisation through the logbook all

defects found during operations;

7 inform the Authority whenever the present arrangement is

denounced by either party;

8 inform the Authority and the approved organisation whenever the

aircraft is sold;

9 carry out all occurrence reporting mandated by applicable

regulations;

10. inform on a regular basis the approved organisation about the

aircraft flying hours and any other utilisation data, as agreed with
the approved organisation;

11 enter the certificate of release to service in the logbooks as

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

12 inform the approved continuing airworthiness management

organisation responsible for the management of the continuing
airworthiness of the aircraft not later than 30 days after completion
of any pilot-owner maintenance task in accordance with MCAR-
M.A.305(a).

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Appendix II
Authorised Release Certificate DCA Form 1

These instructions relate only to the use of the DCA Form 1 for maintenance purposes.
Attention is drawn to Appendix I to MCAR-Part-21 which covers the use of the DCA
Form 1 for production purposes.

1 PURPOSE AND USE

1.1 The primary purpose of the Certificate is to declare the airworthiness of

maintenance work undertaken on products, parts and appliances
(hereafter referred to as ‘item(s)’).

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

1.3 The Certificate is acceptable to many airworthiness authorities, but may

be dependent on the existence of bilateral agreements and/or the policy
of the airworthiness authority. The ‘approved design data’ mentioned in
this Certificate then means approved by the airworthiness authority of
the importing country.

1.4 The Certificate is not a delivery or shipping note.

1.5 Aircraft are not to be released using the Certificate.

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

1.7 A mixture of production released and maintenance released items is not

permitted on the same Certificate.

2 GENERAL FORMAT

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

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

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2.3 The User/Installer responsibility statement can be placed on either side

of the form.

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

2.5 The Certificate may either be pre-printed or computer generated but in

either case the printing of lines and characters must be clear and legible
and in accordance with the defined format.

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

other languages.

2.7 The details to be entered on the Certificate may be either

machine/computer printed or hand-written using block letters and must
permit easy reading.

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

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

3 COPIES

3.1 There is no restriction in the number of copies of the Certificate sent to

the customer or retained by the originator.

4 ERROR(S) ON A CERTIFICATE

4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them

in writing to the originator. The originator may issue a new Certificate
only if the error(s) can be verified and corrected.

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

4.3 The request for a new Certificate may be honoured without re-verification
of the item(s) condition. The new Certificate is not a statement of current
condition and should refer to the previous Certificate in block 12 by the
following statement; “This Certificate corrects the error(s) in block(s)
[enter block(s) corrected] of the Certificate [enter original tracking
number] dated [enter original issuance date] and does not cover

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conformity/condition/ release to service”. Both Certificates should be

retained according to the retention period associated with the first.

5 COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR

Block 1

DCA, MAURITIUS. This information may be pre-printed

Block 2 DCA Form 1 header

“AUTHORISED RELEASE CERTIFICATE

DCA FORM 1”

Block 3 Form Tracking Number

Enter the unique number established by the numbering system/procedure of the

organisation identified in block 4; this may include alpha/numeric characters.

Block 4 Organisation Name and Address

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

Block 5 Work Order/Contract/Invoice

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

Block 6 Item

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

Block 7 Description

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

Block 8 Part Number

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

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Block 9 Quantity

State the quantity of items.

Block 10 Serial Number

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

Block 11 Status/Work

The following describes the permissible entries for block 11. Enter only one of these
terms –

where more than one may be applicable, use the one that most accurately describes
the majority of the work performed and/or the status of the article.

(i) Overhauled. Means a process that ensures the item is in complete conformity
with all the applicable service tolerances specified in the type certificate holders,
or equipment manufacturer’s instructions for continued airworthiness, or in the
data which is approved or accepted by the Authority. The item will be at least
disassembled, cleaned, inspected, repaired as necessary, reassembled and
tested in accordance with the above specified data.

(ii) Repaired. Rectification of defect(s) using an applicable standard (*).

(iii) Inspected/Tested. Examination, measurement, etc. in accordance with an

applicable standard (*) (e.g. visual inspection, functional testing, bench testing
etc.).

(iv) Modified. Alteration of an item to conform to an applicable standard (*).

Block 12 Remarks

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

Examples of information to be entered in block 12 are:

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

(ii) Compliance with airworthiness directives or service bulletins.

(iii) Repairs carried out.

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(iv) Modifications carried out.

(v) Replacement parts installed.

(vi) Life limited parts status.

(vii) Deviations from the customer work order.

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

requirement.

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

delivery.

(x) For maintenance organisations approved in accordance with Subpart F of

MCAR-Part-M, the component certificate of release to service statement
referred to in MCAR- M.A.613:

“Certifies that, unless otherwise specified in this block, the work identified in block 11
and described in this block was accomplished in accordance to the requirements of
Section A, Subpart F of MCAR-Part-M and in respect to that work the item is
considered ready for release to service. THIS IS NOT A RELEASE UNDER MCAR-
PART-145.”

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

Block 13a-13e

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

Block 14a

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

For all maintenance carried out by maintenance organisations approved in accordance

with

* Applicable standard means a manufacturing/design/maintenance/quality standard,

method, technique or practice approved by or acceptable to the Authority. The
applicable standard shall be described in block 12

Section A, Subpart F of MCAR-Part M, the box “other regulation specified in block 12”
shall be ticked and the certificate of release to service statement made in block 12. In

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that case, the certification statement “unless otherwise specified in this block” is
intended to address the following cases;

(a) Where the maintenance could not be completed.

(b) Where the maintenance deviated from the standard required by MCAR-Part-M.

(c) Where the maintenance was carried out in accordance with a requirement other
than that specified in MCAR-Part-M. In this case block 12 shall specify the
particular national regulation.

For all maintenance carried out by maintenance organisations approved in accordance

with Section A of MCAR-Part-145, the certification statement “unless otherwise
specified in block 12” is intended to address the following cases;

(a) Where the maintenance could not be completed.

(b) Where the maintenance deviated from the standard required by MCAR-Part-
145.

(c) Where the maintenance was carried out in accordance with a requirement other
than that specified in MCAR-Part-145. In this case block 12 shall specify the
particular national regulation.

Block 14b Authorised Signature

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

Block 14c Certificate/Approval Number

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

by the Authority.

Block 14d Name

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

Block 14e Date

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

User/Installer Responsibilities

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

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“THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO

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

STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION

CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST
CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH
THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE
AIRCRAFT MAY BE FLOWN.”

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Appendix III

Airworthiness Review Certificate-DCA Form 15

REPUBLIC OF MAURITIUS
Department of civil aviation

AIRWORTHINESS REVIEW CERTIFICATE

ARC reference: ...........

Pursuant to Civil Aviation Regulations for the time being into force, the following
continuing airworthiness management organisation, approved in accordance with
Section A, Subpart G of M C A R - P a r t - M

[NAME OF ORGANISATION APPROVED

AND ADDRESS]
Approval reference: XXX

has performed an airworthiness review in accordance with point M.A.710 of MCAR-Part-M

on the following aircraft :

Aircraft manufacturer:

Manufacturer's designation: ....................................................................................

Aircraft registration: ......................................................................................................

Aircraft serial number: .................................................................................................

and this aircraft is considered airworthy at the time of the

review.

Date of issue: ...........................................................

Date of expiry: ..................................................

Signed: .Authorisation No:

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Appendix IV
Class and Ratings System to be used for the Approval of Maintenance Organisations
referred to in MCAR-Part-M Subpart F and MCAR-Part-145

1 Except as stated otherwise for the smallest organisations in point 12, the table
referred to in point 13 provides the standard system for the approval of
maintenance organisation under Subpart F of MCAR-Part-M and MCAR-Part-
145. An organisation must be granted an approval ranging from a single class
and rating with limitations to all classes and ratings with limitations.

2 In addition to the table referred to in point 13, the approved maintenance

organisation is required to indicate its scope of work in its maintenance
organisation manual/exposition. See also point 11.

3 Within the approval class(es) and rating(s) granted by the Authority, the scope
of work specified in the maintenance organisation exposition defines the exact
limits of approval. It is therefore essential that the approval class(es) and
rating(s) and the organisations scope of work are matching.

4 A category A class rating means that the approved maintenance organisation

may carry out maintenance on the aircraft and any component (including
engines and/or Auxiliary Power Units (APUs), in accordance with aircraft
maintenance data or, if agreed by the Authority, in accordance with component
maintenance data, only whilst such components are fitted to the aircraft.
Nevertheless, such A-rated approved maintenance organisation may
temporarily remove a component for maintenance, in order to improve access
to that component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this point. This will be subject to
a control procedure in the maintenance organisation exposition to be approved
by the Authority. The limitation section will specify the scope of such
maintenance thereby indicating the extent of approval.

5 A category B class rating means that the approved maintenance organisation

may carry out maintenance on the uninstalled engine and/or APU and engine
and/or APU components, in accordance with engine and/or APU maintenance
data or, if agreed by the Authority, in accordance with component maintenance
data, only whilst such components are fitted to the engine and/or APU.
Nevertheless, such B-rated approved maintenance organisation may
temporarily remove a component for maintenance, in order to improve access
to that component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this point. The limitation section
will specify the scope of such maintenance thereby indicating the extent of
approval. A maintenance organisation approved with a category B class rating
may also carry out maintenance on an installed engine during ‘base’ and ‘line’

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maintenance subject to a control procedure in the maintenance organisation

exposition to be approved by the Authority. The maintenance organisation
exposition scope of work shall reflect such activity where permitted by the
Authority.

6 A category C class rating means that the approved maintenance organisation

may carry out maintenance on uninstalled components (excluding engines and
APUs) intended for fitment to the aircraft or engine/APU. The limitation section
will specify the scope of such maintenance thereby indicating the extent of
approval. A maintenance organisation approved with a category C class rating
may also carry out maintenance on an installed component during base and
line maintenance or at an engine/APU maintenance facility subject to a control
procedure in the maintenance organisation exposition to be approved by the
Authority. The maintenance organisation exposition scope of work shall reflect
such activity where permitted by the Authority.

7 A category D class rating is a self-contained class rating not necessarily related

to a specific aircraft, engine or other component. The D1 – Non Destructive
Testing (NDT) rating is only necessary for an approved maintenance
organisation that carries out NDT as a particular task for another organisation.
A maintenance organisation approved with a class rating in A or B or C category
may carry out NDT on products it is maintaining subject to the maintenance
organisation exposition containing NDT procedures, without the need for a D1
class rating.

8 In the case of maintenance organisations approved in accordance with MCAR-

Part-145, category A class ratings are subdivided into ‘Base’ or ‘Line’
maintenance. Such an 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.

9 The limitation section is intended to give the Authorities the flexibility to

customise the approval to any particular organisation. Ratings shall be
mentioned on the approval only when appropriately limited. The table referred
to in point 13 specifies the types of limitation possible. Whilst maintenance is
listed last in each class rating it is acceptable to stress the maintenance task
rather than the aircraft or engine type or manufacturer, if this is more
appropriate to the organisation (an example could be avionic systems
installations and related maintenance). Such mention in the limitation section
indicates that the maintenance organisation is approved to carry out
maintenance up to and including this particular type/task.

10 When reference is made 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 or Cessna 150 or Cessna

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172 or Beech 55 series or continental O-200 series etc.; type means a specific
type or model such as Airbus 310-240 type or RB 211-524 B4 type or Cessna
172RG type; any number of series or types may be quoted; group means for
example Cessna single piston engine 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 may be in accordance with the indirect
approval procedure referred to in MCAR- M.A.604(c) or MCAR-145.A.70(c),
as applicable.

12 A maintenance organisation which employs only one person to both plan and
carry out all maintenance can only hold a limited scope of approval rating. The
maximum permissible limits are:

CLASS RATING LIMITATION

CLASS AIRCRAFT RATING A2 PISTON ENGINE 5700 KG AND

AEROPLANES 5700 KG BELOW
AND BELOW

CLASS AIRCRAFT RATING A3 SINGLE PISTON ENGINE 3175

HELICOPTERS KG AND BELOW

CLASS AIRCRAFT RATING A4 AIRCRAFT NO LIMITATION

OTHER THAN A1, A2
AND A3

CLASS ENGINES RATING B2 PISTON LESS THAN 450 HP

CLASS COMPONENTS RATING C1 TO C22 AS PER CAPABILITY LIST

OTHER THAN COMPLETE
ENGINES OR APU’S.

CLASS SPECIALISED D1 NDT NDT METHOD(S) TO BE

SPECIFIED.

It should be noted that such an organisation may be further limited by the Authority in
the scope of approval dependent upon the capability of the particular organisation.

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CLASS RATING LIMITATION BASE LINE

AIRCRAFT A1Aeroplanes above [Rating reserved to (Yes/No)* (Yes/No)*

5700 kg Maintenance
Organisations approved
in accordance with
MCAR-Part-145

A2 Aeroplanes 5700 kg [Shall state aeroplane (Yes/No)* (Yes/No)*

and below manufacturer or group
or series or type and/or
the maintenance tasks]
Example: DHC-6 Twin
Otter Series

A3 Helicopters [Shall state helicopter (Yes/No)* (Yes/No)*

manufacturer or group
or series or type and/or
the maintenance
task(s)]
Example: Robinson R44

A4 Aircraft other than [Shall state aircraft (Yes/No)* (Yes/No)*

A1, A2 and A3 series or type and/or
the maintenance
tasks(s)]

ENGINES B1 Turbine [Shall state engine series or type and/or the

maintenance task(s)] Example: PT6A Series

B2 Piston [Shall state engine manufacturer or series or type

and/or the maintenance task(s)]

COMPONENTS C1 Air Cond & Press

OTHER THAN
COMPLETE C2 Auto Flight
ENGINES OR
APUs C3 Comms and Nav

C4 Doors – Hatches

C5 Electrical Power &

Lights

C6 Equipment

C7 Engine – APU

C8 Flight Controls

C9 Fuel

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[shall state aircraft type

C10 Helicopter –
or aircraft manufacturer
Rotors
or component
C11 Helicopter – Trans manufacturer or the
particular component
C12 Hydraulic Power and/or cross refer to a
capability list in the
C13 Indicating exposition and/or the
maintenance task(s).]
-recording system
Example: PT6A Fuel
C14 Landing Gear Control

C15 Oxygen

C16 Propellers

C17 Pneumatic &

Vacuum

C18 Protection
ice/rain/fire

C19 Windows

C20 Structural

C21 Water ballast

C22 Propulsion
Augmentation

SPECIALISED D1 Non Destructive [shall state particular

SERVICES Testing NDT method(s)]`

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Appendix V
Maintenance Organisation Approval referred to in MCAR-PART-M- Subpart F
Page 1of 2

REPUBLIC OF MAURITIUS
DEPARTMENT OF CIVIL AVIATION

MAINTENANCE ORGANISATION APPROVAL CERTIFICATE

Reference: AMO-XXXX

Pursuant to Regulation 22 of the Civil Aviation Regulations for the time being in force and
subject to the condition specified below, the Director of Civil Aviation hereby certifies:

[COMPANY NAME AND ADDRESS]

as a maintenance organisation in compliance with Section A, Subpart F of MCAR-Part-M,

approved to maintain the products, parts and appliances listed in the attached approval
schedule and issue related certificates of release to service using the above references.

CONDITIONS:

1. This approval is limited to that specified in the scope of work section of the approved
maintenance organisation manual as referred to in Section A of Subpart F of MCAR-
Part-M, and

2. This approval requires compliance with the procedures specified in the approved
maintenance organisation manual, and

3. This approval is valid whilst the approved maintenance organisation remains in

compliance with MCAR-Part-M.

4. Subject to compliance with the foregoing conditions, this approval shall remain valid for
an unlimited duration /until such duration (as deem fit by the Authority), unless the
approval has previously been surrendered, superseded, suspended or revoked.

Date of original issue: ..............................................

Date of this revision: ...............................................

Revision No: ............................................................

Signed: .....................................................................
For the Director of Civil Aviation.

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Page 2 of 2

MAINTENANCE ORGANISATION APPROVAL SCHEDULE

Reference: AMO -XXXX

Organisation : [COMPANY NAME AND ADDRESS]

CLASS RATING LIMITATION

AIRCRAFT (***) (***) (***)
(***) (***)
ENGINES (***) (***) (***)
(***) (***)
COMPONENTS OTHER THAN (***) (***)
COMPLETE ENGINES OR APUs (***) (***)
(***)
(***) (***)
(***) (***)
(***) (***)
(***) (***)
SPECIALISED SERVICES (***) (***) (***)
(***) (***)

This approval is limited to the products, parts and appliances and to the activities specified in the

scope of work of the approved maintenance organization manual,

Maintenance Organisation Manual reference: ……………………………………………………………………………………

Date of Original issue: …………………………………………………………………………………………………………………………

Date of last revision approved: …………………………………………………… Revision No: …………………………………

Signed: ………………………………………………………………………………………………………………………………………………..

For the Director of Civil Aviation

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Appendix VI
Continuing Airworthiness Management Organisation Approval referred to in MCAR-
Part-M- Subpart G

REPUBLIC OF MAURITIUS

CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

APPROVAL CERTIFICATE

Reference: CAMO-XXXX (ref. AOC XX.XXXX)

Pursuant to the Civil Aviation Regulations and MCAR-Part M for the time being in force and subject to
the condition specified below, the Department of Civil Aviation hereby certifies:

[COMPANY NAME AND ADDRESS]

.as a continuing airworthiness management organisation in compliance with Section A, Subpart G of

MCAR-Part-M approved to manage the continuing airworthiness of the aircraft listed in the attached
schedule of approval and, when stipulated, to issue an airworthiness review certificates after an
airworthiness review as specified in point M.A.710 of MCAR-Part-M, and, when stipulated, to issue
Certificate of Fitness for Flight as specified in point M.A.711(c) of MCAR-Part-M of the same regulation.

CONDITIONS

1 This approval is limited to that specified in the scope of approval section of the approved
continuing airworthiness management exposition as referred to in Section A, Subpart G of
MCAR-Part-M

2 This approval requires compliance with the procedures specified in the Appendix 1 to MCAR-
Part-M approved continuing airworthiness management exposition.

3 This approval is valid whilst the approved continuing airworthiness management organisation
remains in compliance with MCAR-Part-M

4 Where the continuing airworthiness management organisation contracts under its Quality
System the service of an/several organisation(s), this approval remains valid subject to such
organisation(s) fulfilling applicable contractual obligations.

5 Subject to compliance with the conditions 1 to 4 above, this approval shall remain valid for an
unlimited duration unless the approval has previously been surrendered, superseded,
suspended or revoked.

If this form is also used for AOC holders, the AOC number shall be added to the reference, in
addition to the standard number, and the condition 5 shall be replaced by the following extra
conditions:

6 This approval does not constitute an authorisation to operate the types of aircraft referred in
paragraph 1. The authorisation to operate the aircraft is the Air Operator Certificate (AOC).

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7 Termination, suspension or revocation of the AOC automatically invalidates the present

approval in relation to the aircraft registrations specified in the AOC, unless otherwise explicitly
stated by the Authority.

8 Subject to compliance with the previous conditions, this approval shall remain valid for an
unlimited duration/until such duration (as deem fit by the Authority), unless the approval has
previously been surrendered, superseded, suspended or revoked.

Date of original issue: ..................................................................................................

Signed: ..........................................................................................................................

Date of this revision: ..................................... Revision No: ........................................

For the Director of Civil Aviation

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CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

APPROVAL SCHEDULE

Reference: CAMO-.XXXX

(ref. AOC XX.XXXX)

Organisation: [COMPANY NAME AND ADDRESS]

Aircraft Airworthiness Certificate for Organisation(s)

type/series/group review authorised Fitness for flight working
under quality
system

[YES / NO] (***) [YES / NO] (***)

[YES / NO] (***) [YES / NO] (***)

[YES / NO] (***) [YES / NO] (***)

[YES / NO] (***) [YES / NO] (***)

This approval schedule is limited to that specified in the scope of approval contained
in the approved

Continuing Airworthiness Management Exposition section ........................................

Continuing Airworthiness Management Exposition Reference: ..................................

Date of original issue: ..................................................................................................

Signed: ..........................................................................................................................

Date of this revision: ..................................... Revision No: ........................................

For Director of Civil Aviation

DCA- Form 14 Issue 1

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Appendix VII
Complex Maintenance Tasks
The following constitutes the complex maintenance tasks referred to in MCAR-
M.A.801(b)2.

1 The modification, repair or replacement by riveting, bonding, laminating, or

welding of any of the following airframe parts:

(a) a box beam;

(b) a wing stringer or chord member;

(c) a spar;

(d) a spar flange;

(e) a member of a truss-type beam;

(f) the web of a beam;

(g) a keel or chine member of a flying boat hull or a float;

(h) a corrugated sheet compression member in a wing or tail surface;

(i) a wing main rib;

(j) a wing or tail surface brace strut;

(k) an engine mount;

(l) a fuselage longeron or frame;

(m) a member of a side truss, horizontal truss or bulkhead;

(n) a seat support brace or bracket;

(o) a seat rail replacement;

(p) a landing gear strut or brace strut;

(q) an axle;

(r) a wheel; and

(s) a ski or ski pedestal, excluding the replacement of a low-friction coating.

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2 The modification or repair of any of the following parts:

(a) aircraft skin, or the skins of an aircraft float, if the work requires the use
of a support, jig or fixture;

(b) aircraft skin that is subject to pressurization loads, if the damage to the
skin measures more than 15 cm (6 inches) in any direction;

(c) a load-bearing part of a control system, including a control column,

pedal, shaft, quadrant, bell crank, torque tube, control horn and forged
or cast bracket, but excluding

(i) the swaging of a repair splice or cable fitting, and

(ii) the replacement of a push-pull tube end fitting that is attached by

riveting; and

(d) any other structure, not listed in (1), that a manufacturer has identified
as primary structure in its maintenance manual, structural repair manual
or instructions for continuing airworthiness

3 The performance of the following maintenance on a piston engine:

(a) dismantling and subsequent reassembling of a piston engine other than

(i) to obtain access to the piston/cylinder assemblies; or

(ii) to remove the rear accessory cover to inspect and/or replace oil
pump assemblies, where such work does not involve the removal
and re-fitment of internal gears;

(b) dismantling and subsequent reassembling of reduction gears;

(c) welding and brazing of joints, other than minor weld repairs to exhaust
units carried out by a suitably approved or authorised welder but
excluding component replacement;

(d) the disturbing of individual parts of units which are supplied as bench
tested units, except for the replacement or adjustment of items normally
replaceable or adjustable in service.

4 The balancing of a propeller, except:

(a) for the certification of static balancing where required by the

maintenance manual;

(b) dynamic balancing on installed propellers using electronic balancing

equipment where permitted by the maintenance manual or other
approved airworthiness data;

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5 Any additional task that requires:

(a) specialized tooling, equipment or facilities; or

(b) significant coordination procedures because of the extensive duration of

the tasks and the involvement of several persons.

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Appendix VIII
Limited Pilot-Owner Maintenance
In addition to the requirements laid down in MCAR-Part M, the following basic
principles are to be complied with before any maintenance task is carried out under
the terms of Pilot-owner maintenance:

(a) Competence and responsibility

1 The Pilot-owner is always responsible for any maintenance that he

performs.

2 Before carrying out any Pilot-owner maintenance tasks, the Pilot-owner

must satisfy himself that he is competent to do the task. It is the
responsibility of Pilot-owners to familiarize themselves with the standard
maintenance practices for their aircraft and with the aircraft maintenance
programme. If the Pilot-owner is not competent for the task to be carried
out, the task cannot be released by the Pilot-owner.

3 The Pilot-owner (or his contracted continuing airworthiness

management organisation referred to in Subpart G, Section A of this
Part) is responsible for identifying the Pilot-owner tasks according to
these basic principles in the maintenance programme and for ensuring
that the document is updated in a timely manner.

4 The approval of the maintenance programme has to be carried out in

accordance with MCAR-M.A.302.

(b) Tasks

The Pilot-owner may carry out simple visual inspections or operations to check
for general condition and obvious damage and normal operation of the airframe,
engines, systems and components.

Maintenance tasks shall not be carried out by the Pilot-owner when the task:

1 is critically safety related, whose incorrect performance will drastically

affect the airworthiness of the aircraft or is a flight safety sensitive
maintenance task as specified in MCAR-M.A.402(a) and/or;

2 requires the removal of major components or major assembly and/or;

3 is carried out in compliance with an Airworthiness Directive or an

Airworthiness Limitation Item, unless specifically allowed in the AD or
the ALI and/or;

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4 requires the use of special tools, calibrated tools (except torque wrench
and crimping tool) and/or;

5 requires the use of test equipment or special testing (e.g. NDT, system
tests or operational checks for avionic equipment) and/or;

6 is composed of any unscheduled special inspections (e.g. heavy landing

check) and/or;

7 is effecting systems essential for the IFR operations and/or;

8 is listed in Appendix VII or is a component maintenance task in

accordance with MCAR- M.A.502(a), (b) or (c).

The criteria 1 to 8 listed above cannot be overridden by less restrictive

instructions issued in accordance with MCAR-M.A.302(d) Maintenance
Programme”.

Any task described in the aircraft flight manual as preparing the aircraft for flight
(Example: assembling the glider wings or pre-flight), is considered to be a pilot
task and is not considered a Pilot-owner maintenance task and therefore does
not require a Certificate of Release to Service.

(c) Performance of the maintenance Pilot-owner tasks and records

The maintenance data as specified in MCAR-M.A.401 must be always available

during the conduct of Pilot-owner maintenance and must be complied with.
Details of the data referred to in the conduct of Pilot-owner maintenance must
be included in the Certificate of Release to Service in accordance with MCAR-
M.A.803(d).

The Pilot-owner must inform the approved continuing airworthiness

management organisation responsible for the continuing airworthiness of the
aircraft (if applicable) not later than 30 days after completion of the Pilot-owner
maintenance task in accordance with MCAR-M.A305(a).

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SECTION D

AMC to Appendix II to MCAR-Part-M

Use of the DCA Form 1 for maintenance

1 The following formats of an issued DCA Form 1 or equivalent certificate are

acceptable:

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

 A paper certificate generated from an electronic system (printed from

electronically stored data) when complying with the following subparagraph 2;

 An electronic DCA Form 1 or equivalent when complying with the following

subparagraph 2.

2 Electronic signature and electronic exchange of the DCA Form 1

(a) Submission to the Authority

Any organisation intending to implement an electronic signature

procedure to issue DCA Form 1 and/or to exchange electronically such
data contained on the DCA Form 1, should document it and submit it to
the Authority as part of the documents attached to its exposition.

(b) Characteristics of the electronic system generating the DCA Form 1

The electronic system should:

 guarantee secure access for each certifying staff;

 ensure integrity and accuracy of the data certified by the

signature on the form and be able to show evidence of the
authenticity of the DCA Form 1 (recording and record keeping)
with suitable security, safeguards and backups;

 be active only at the location where the part is being released

with an DCA Form 1;

 not permit to sign a blank form;

 provide a high degree of assurance that the data has not been
modified after signature (if modification is necessary after

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issuance, i.e., re-certification of a part, a new form with a new

number and reference to the initial issuance should be made).

 provide for a ‘personal’ electronic signature, identifying the

signatory. The signature should be generated only in presence
of the signatory.

An electronic signature means data in electronic form which is attached

to or logically associated with other electronic data and which serves as
a method of authentication and should meet the following criteria:

 it is uniquely linked to the signatory;

 it is capable of identifying the signatory;

 it is created using means that the signatory can maintain under

his sole control.

This electronic signature should be an electronically generated value based on a

cryptographic algorithm and appended to data in a way to enable the verification of
the data’s source and integrity.

Organisation(s) are reminded that additional national requirements may need to be

satisfied when operating electronic systems.

The electronic system should be based on a policy and management structure

(confidentiality, integrity and availability), such as:

 Administrators, signatories;

 Scope of authorisation, rights;

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

 Track changes;

 Minimum blocks to be completed, completeness of information;

 Archives;
 etc.

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

 Manufacturer code;
 Customer identification code;

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 Workshop report;
 Inspection results;
 etc.

(c) Characteristics of the DCA Form 1 generated from the electronic system

To facilitate understanding and acceptance of the DCA Form 1 released with

an electronic signature, the following statement should be in Block 14b:
‘Electronic Signature on File’.

In addition to this statement, it is accepted to print or display a signature in any form,

such as a representation of the hand-written signature of the person signing (i.e.
scanned signature) or a representation of their name.

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

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

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

(d) Electronic exchange of the electronic DCA Form 1

The electronic exchange of the electronic DCA Form 1 should be accomplished

on a voluntary basis. Both parties (issuer and receiver) should agree on
electronic transfer of the DCA Form 1.

For that purpose, the exchange needs to include:

 all data of the DCA Form 1, including referenced data required by the
DCA Form 1 completion instructions;
 all data required for authentication of the DCA Form 1.

In addition, the exchange may include:

 data necessary for the electronic format;

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

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

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 A high level of digital security; the data should be protected, not altered
or not corrupted;
 Traceability of data back to its source.

Trading partners wishing to exchange DCA Form 1 electronically should do so in

accordance with the means of compliance stated in this document. It is recommended
that they use an established, common, industry method such as Air Transport
Association (ATA) Spec 2000 Chapter 16.

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

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

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

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AMC to Appendix V to Part-M Maintenance Organisation

Approval referred to in MCAR-Part-M-Subpart F

The following fields on page 2 “Maintenance Organisation Approval Schedule” of the

maintenance organisation approval certificate should be completed as follows:

 Date of original issue: It refers to the date of the original issue of the
maintenance organisation manual

 Date of last revision approved: It refers to the date of the last revision of the
maintenance organisation manual affecting the content of the certificate.
Changes to the maintenance organisation manual which do not affect the
content of the certificate do not require the reissuance of the certificate.

 Revision No: It refers to the revision No of the last revision of the maintenance
organisation manual affecting the content of the certificate. Changes to the
maintenance organisation manual which do not affect the content of the
certificate do not require the reissuance of the certificate.

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AMC to Appendix VI to Part-M Continuing Airworthiness

Management Organisation Approval referred to in MCAR-Part-M Subpart G

The following fields on page 2 “Continuing Airworthiness Management Organisation

Approval Schedule” of the continuing airworthiness management organisation
approval certificate should be completed as follows:

 Date of original issue: It refers to the date of the original issue of the continuing
airworthiness management exposition

 Date of last revision: It refers to the date of the last revision of the continuing
airworthiness management exposition affecting the content of the certificate.
Changes to the continuing airworthiness management exposition which do not
affect the content of the certificate do not require the reissuance of the
certificate.

 Revision No: It refers to the revision No of the last revision of the continuing
airworthiness management exposition affecting the content of the certificate.
Changes to the continuing airworthiness management exposition which do not
affect the content of the certificate do not require the reissuance of the
certificate.

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AMC to Appendix VII “Complex Maintenance Tasks”

The sentence “suitably approved or authorised welder” contained in Appendix VII,

paragraph 3(c), means that the qualification should meet an officially recognised
standard or, otherwise, should be accepted by the Authority.

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AMC to Appendix VIII “Limited Pilot Owner Maintenance”

1 The lists here below specify items that can be expected to be completed by an
owner who holds a current and valid pilot licence for the aircraft type involved
and who meets the competence and responsibility requirements of Appendix
VIII to MCAR- Part-M.

2 The list of tasks may not address in a detailed manner the specific needs of the
various aircraft categories. In addition, the development of technology and the
nature of the operations undertaken by these categories of aircraft cannot be
always adequately considered.

3 Therefore, the following lists are considered to be the representative scope of

limited Pilot owner maintenance referred to in MCAR-M.A.803 and Appendix
VIII:

 Part A applies to aeroplanes

 Part B applies to rotorcraft;

 Part C applies to sailplanes and powered sailplanes;

 Part D applies to balloons and airships.

4 Inspection tasks/checks of any periodicity included in an approved

maintenance programme can be carried out providing that the specified tasks
are included in the generic lists of Parts A to D of this AMC and remains
compliant with Part M Appendix VIII basic principles.

The content of periodic inspections/checks as well as their periodicity is not

regulated or standardised in an aviation specification. It is the decision of the
manufacturer/Type Certificate Holder (TCH) to recommend a schedule for each
specific type of inspection/check.

For an inspection/check with the same periodicity for different TCHs, the
content may differ, and in some cases may be critically safety-related and may
need the use of special tools or knowledge and thus would not qualify for Pilot-
owner maintenance. Therefore, the maintenance carried out by the Pilot-owner
cannot be generalised to specific inspections such as 50 Hrs, 100 Hrs or 6
Month periodicity.

The Inspections to be carried out are limited to those areas and tasks listed in
this AMC to Appendix VIII; this allows flexibility in the development of the
maintenance programme and does not limit the inspection to certain specific

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periodic inspections. A 50 Hrs/6 Month periodic inspection for a fixed wing

aeroplane as well as the one-year inspection on a glider may normally be
eligible for Pilot-owner maintenance.

TABLES

Note: Tasks in Part A or Part B shown with ** exclude IFR operations following
Pilot-owner maintenance.

For these aircraft to operate under IFR operations, these tasks should be
released by an appropriate licensed engineer.

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PART A/

PILOT-OWNER MAINTENANCE TASKS

FOR POWERED AIRCRAFT (AEROPLANES)

ATA AREA TASK AEROPLANES <=2730

kg

09 Towing Tow release unit and tow cable retraction Yes

mechanism – Cleaning, lubrication and tow
cable replacement (including weak links).

11 Placards Mirror – Installation and replacement of Yes

mirrors

12 Servicing Lubrication – Those items not requiring a Yes

disassembly other than of non-structural
items such as cotter plates, cowlings and
fairings.

20 Standard Safety Wiring – Replacement of defective Yes

Practices safety wiring or cotter keys, excluding those
in engine controls, transmission controls and
flight control systems

Simple Non-structural Standard Fasteners – Yes

Replacement and adjustment, excluding the
replacement of receptacles and anchor nuts
requiring riveting.

21 Air Replacement of flexible hoses and ducts Yes

Conditioning

23 Communication Communication devices – Remove and Yes**

replace self-contained instrument panel
mount communication devices with quick
disconnect connectors, excluding IFR
operations.

24 Electrical Batteries – replacement and Servicing, Yes**

power excluding servicing of Ni-Cd batteries and IFR
operations.

Wiring – repairing broken circuits in non- Yes

critical equipment, excluding ignition
system, primary generating system and
required communication, navigation system
and primary flight instruments.

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Bonding – replacement of broken bonding Yes

cable.

Fuses – Replacement with the correct rating. Yes

25 Equipment Safety Belts – replacement of safety belts Yes

and harnesses excluding belts fitted with
airbag systems.

Seats – Replacement of seats or seat parts Yes

not involving disassembly of any primary
structure or control system

Non-essential instruments and/or Yes

equipment – Replacement of self-contained,
instrument panel mount equipment with
quick disconnect connectors.

Oxygen System – Replacement of portable Yes

oxygen bottles and systems in approved
mountings, excluding permanently installed
bottles and systems.

ELT – Removal/Reinstallation Yes

27 Flight Controls Removal or reinstallation of co-pilot control Yes

column and rudder pedals where provision
for quick disconnect is made by design.

28 Fuel System Fuel Filter elements – cleaning and/or Yes

replacement

30 Ice and Rain Windscreen Wiper – Replacement and wiper Yes

Protection blade

31 Instruments Instrument Panel – Removal and Yes**

reinstallation provided this it is a design
feature with quick disconnect connectors,
excluding IFR operations

Pilot Static System – Simple sense and leak Yes**

check, excluding IFR operations

Drainage – Drainage of water drainage traps Yes**

or filters within the Pilot Static System
excluding IFR operations.

Instruments – Check for legibility of Yes

markings and those readings are consistent
with ambient conditions.

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32 Landing Gear Wheels, - Removal, replacement and Yes

servicing, including replacement of wheel
bearings and lubrication.

Servicing – Replenishment of hydraulic fluid Yes

Shock absorber – Replacement of elastic Yes

cords or rubber dampers

Shock Struts – Replenishment of oil or air Yes

Skis – Changing between wheel and ski Yes

landing gear

Landing skids – replacement of landing skids Yes

and skid shoes

Wheel fairing (spats) – Removal and Yes

reinstallation

Mechanical brakes – Adjustment of simple Yes

cable operated systems

Brake – replacement of worn brake pads Yes

33 Lights Lights – Replacement of internal and Yes

external bulbs, filaments, reflectors and
lenses

34 Navigation Software – updating self-contained, Yes

instrument panel mount navigational
software databases, excluding automatic
flight control systems and transponders.

Navigation devices – removal and Yes**

replacement of self-contained, instrument
panel mount navigation devices with quick
disconnect connectors, excluding automatic
flight control systems, transponders,
primary flight control system and IFR
operations.

Self-contained data logger – Installation, Yes

data restoration.

51 Structure Fabric patches – Simple patches extending Yes

over not more than one rib and not requiring
rib stitching or removal of structural parts or
control surfaces.

Protective Coating – Applying preservative Yes

material or coatings where no disassembly

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of any primary structure or operating system

is involved.

Surface finish – Minor restoration where no Yes

disassembly of any primary structure or
operating system is involved. This includes
application of signal coatings or thin foils as
well as registration markings.

Fairings – simple repairs to non-structural Yes

fairings and cover plates which do not
change the contour.

52 Doors and Doors – removal and reinstallation Yes

hatches

53 Fuselage Upholstery, furnishing – minor repairs which Yes

do not require disassembly of primary
structure or operating systems, or interfere
with control systems.

56 Windows Side Windows – Replacement if it does not Yes

require riveting, bonding or any special
process

61 Propeller Spinner – removal and reinstallation Yes

71 Powerplant Cowling – removal and reinstallation not Yes

installation requiring removal of propeller or
disconnection of flight controls.

Induction system – inspection and Yes

replacement of induction air filter

72 Engine Chip detectors – removal, checking and Yes

reinstallation provided the chip detector is a
self-sealing type and not electrically
indicated.

73 Engine fuel Strainer or Filters elements – Cleaning Yes

and/or replacement

Fuel – mixing of required oil into fuel Yes

74 Ignition Spark plugs – removal, cleaning, adjustment Yes

and reinstallation

75 Cooling Coolant – replenishment of coolant fluid Yes

77 Engine Engine indicating – removal and Yes

indicating replacement of self-contained, instrument
panel mount indicators that have quick-

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release connectors and do not employ direct

reading connections

79 Oil System Strainer or filter elements – cleaning and/or Yes

replacement

Oil - changing or replenishment of engine oil Yes

and gearbox fluid

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PART B/

PILOT-OWNER MAINTENANCE TASKS for ROTORCRAFT

ATA AREA TASK AEROPLANES <=2730

kg

11 Placards Placards, markings – Installation and Yes

renewal of placards and markings required
by AFM and AMM

12 Servicing Fuel, oil, hydraulic, de-iced and windshield Yes

liquid replenishment

Lubrication – those items not requiring a Yes

disassembly other than of non-structural
items such as cover plates, cowlings and
fairings

20 Standard Safety Wiring – Replacement of defective Yes

Practices safety wiring or cotter keys, excluding those
in engine controls, transmission controls and
flight control systems.

Simple non-structural standard fasteners – Yes

Replacement and adjustment, excluding
latches and the replacement of receptacles
and anchor nuts requiring riveting

21 Air Replacement of flexible hoses and ducts Yes

Conditioning

23 Communication Communication devices – Remove and Yes**

replace self-contained, instrument panel
mount communication devices with quick
disconnect connectors, excluding IFR
operations

24 Electrical Batteries – Replacement and servicing, Yes**

power excluding servicing of Ni-Cd batteries and
IFR operations.

Wiring – Repairing broken circuits in non- Yes

critical equipment, excluding ignition
system, primary generating system and
required communication, navigation system
and primary flight instruments

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Bonding – replacement of broken bonding Yes

cable excluding bonding on rotating parts
and flying controls.

Fuses – replacement of safety belts and Yes

harnesses excluding belts fitted with airbag
systems

Seats – replacement of seats or seat parts Yes

not involving disassembly of any primary
structure or control system excluding flight
crew seats

Removal/installation of emergency flotation Yes

gears with quick disconnect connectors

Non-essential instruments and/or Yes

equipment – replacement of self-contained,
instrument panel mount equipment with
quick disconnect connectors.

ELT – removal/reinstallation Yes

30 Ice and rain Windshield wiper replacement Yes

protection

31 Instruments Instrument panel – removal and Yes**

reinstallation provides this it is a design
feature with quick disconnect connectors,
excluding IFR operations

Pitot Static System – simple sense and leak Yes**

check, excluding IFR operations

Drainage – Drainage of water drainage traps Yes**

or filters within the Pilot Static System
excluding IFR operations

Instruments – check legibility of markings Yes

and those readings are consistent with
ambient conditions

32 Landing gears Wheels – removal, replacement and Yes

servicing, including replacement of wheel
bearings and lubrication

Replacement of skid wear shoes Yes

Fit and remove snow landing pads Yes

Servicing – replenishment of hydraulic fluid Yes

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Brake – replacement of worn brake pads Yes

33 Lights Lights – replacement of internal and external Yes

bulbs, filaments, reflectors and lenses

34 Navigation Software – Upgrading self-contained, Yes

instrument panel mount navigational
software databases, excluding automatic
flight control systems and transponders

Navigation devices – remove and replace Yes**

self-contained, instrument panel mount
navigation devices with quick disconnect
connectors, excluding automatic flight
control systems, transponders, primary
flight control system and IFR operations.

Self-contained data logger – installation , Yes

data restoration

51 Structure Protective Coating – Applying preservative Yes

material or coating where no disassembly of
any primary structure or operating system is
involved.

Surface finish – minor restoration where no Yes

disassembly of any primary structure or
operating system is involved, excluding
intervention on main and tail rotors. This
includes application of signal coatings or thin
foils as well as Registration markings.

Fairings – simple repairs to non-structural Yes

fairings and cover plates which do not
change the contour

52 Doors Doors – removal and reinstallation Yes

53 Fuselage Upholstery, furnishing – minor repairs which Yes

do not require disassembly of primary
structure or operating systems, or interfere
with control systems

56 Windows Side Windows – Replacement if it does not Yes

require riveting, bonding or any special
process

62 Main rotor Removal/installation of main rotor blades Yes

that are designed for removal where special
tools are not required (tail rotor blades
excluded) limited to installation of the same

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blades previously removed refitted in the

original position

63 Transmission Chip detectors – remove, check and replace Yes

provided the chip detector is a self-sealing
65
type and not electrically indicated.

67 Flight Control Removal or reinstallation of co-pilot cyclic Yes

and collective controls and yaw pedals
where provision for quick disconnect is
made by design.

71 Powerplant Cowlings – removal and re-fitment Yes

installation

72 Engine Chip-detectors – removal, checking and Yes

reinstallation provided the chip detector is a
self-sealing type and not electrically
indicated

79 Oil System Filter elements – replacement, provided Yes

that the element is of the “spin on/off” type

Oil – changing or replenishment of engine Yes

oil.

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Part C/
PILOT-OWNER MAINTEBABCE TASKS FOR SAILPLANES
AND POWERED SAILPLANES

Abbreviations applicable to this part:

N/A not applicable for this category
SP sailplane
SSPS self-sustained powered sailplane
SLPS/TM self-launching powered sailplane/touring motorglider

ATA Area Task SP SSP SLPS/T

S M
08 weighing Recalculation - Small Changes of trim Plan Yes Yes Yes
without needing a weighing
09 Towing Tow release unit and tow cable retraction Yes Yes Yes
mechanism cleaning, lubrication and tow
cable replacement (including weak links)
11 Placards Placards, Markings - Installation and Yes Yes Yes
renewal of placards and markings required
by AFM and AMM
12 Servicing Lubrication - Those items not requiring a Yes Yes Yes
disassembly other than of non-structural
items such as cover plates, cowlings and
fairings
20 Standard Safety Wiring - Replacement of defective Yes Yes Yes
Practices safety wiring or cotter keys, excluding those
in engine controls, transmission controls
and flight control systems
Simple Non-Structural Standard Fasteners - Yes Yes Yes
Replacement and adjustment, excluding the
replacement of receptacles and anchor nuts
requiring riveting
Free play - Measurement of the free play in Yes Yes Yes
the control system and the wing to fuselage
attachment including minor adjustments by
simple means provided by the manufacturer
21 Air Replacement of flexible hoses and ducts Yes Yes Yes
Conditioning
23 Communication Communication devices - Remove and Yes Yes Yes
replace self-contained, instrument panel
mount communication devices with quick
disconnect connectors
24 Electrical Power Batteries and solar panels - Replacement Yes Yes Yes
and servicing
Wiring - Installation of simple wiring Yes Yes Yes
connections to the existing wiring for
additional non-required equipment such as
electric variometers, flight computers but

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excluding required communication,

navigation systems and engine wiring.

Bonding - Replacement of broken bonding Yes Yes Yes

cable
Switches - This includes soldering and Yes Yes Yes
crimping of non-required equipment such
as electrical variometers, or flight
computers, but excluding ignition system,
primary generating system and required
information, navigation system and primary
flight instruments.
Fuses - Replacement with the correct rating Yes Yes Yes
25 Equipment Safety belts - Replacement of safety belt and Yes Yes Yes
harnesses
Seats - Replacement of seats or seat parts Yes Yes Yes
not involving disassembly of any primary
structure or control system
Non-essential instruments and/or Yes Yes Yes
equipment - Replacement of self-contained,
instrument panel mount equipment with
quick disconnect connectors
Removal and installation of non-required Yes Yes Yes
instruments and/or equipment
Wing Wiper, Cleaner - Servicing, removal Yes Yes Yes
and reinstallation not involving disassembly
or modification of any primary structure
Static Probes - Removal or reinstallation of Yes Yes Yes
variometer static and total energy
compensation probes
Oxygen System - Replacement of portable Yes Yes Yes
oxygen bottles and systems in approved
mountings, excluding permanently installed
probes
Air Brake Chute - Installation and servicing Yes Yes Yes
ELT - Removal / Reinstallation Yes Yes Yes
26 Fire Protection Fire Warning - Replacement of sensors and Yes Yes Yes
indicators
27 Flight Control Gap Seals - Installation and servicing if it Yes Yes Yes
does not require complete flight control
removal.
Control - Measurement of the control Yes Yes Yes
system travel without removing the control
surfaces.
Control Cables - Simple optical inspection Yes Yes Yes
for Condition.
Gas Dampener - Replacement of Gas Yes Yes Yes
Dampener in the Control or Air Brake
System.

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Co-Pilot stick and pedals - Removal or Yes Yes Yes

reinstallation where provision for quick
disconnect is made by design.
28 Fuel System Fuel lines - Replacement of prefabricated N/A Yes NO
fuel lines fitted with self-sealing couplings.
Fuel Filter - Cleaning and/or Replacement N/A Yes Yes
31 Instruments Instrument Panel - Removal and Yes Yes Yes
reinstallation provided this is a design
feature with quick disconnect, excluding IFR
operations.
Pilot Static System - Simple sense and leak Yes Yes Yes
check.
Instrument Panel vibration damper/shock Yes Yes Yes
absorbers - Replacement
Drainage - Drainage of water drainage traps Yes Yes Yes
or filters within the Pitot static system.
Flexible tubes - Replacement of damaged Yes Yes Yes
tubes.
32 Landing Gear Wheels - Removal, replacement and Yes Yes Yes
servicing including replacement of wheels
bearings and lubrication.
Servicing - Replenishment of hydraulic fluid Yes Yes Yes
Shock Absorber - Replacement or servicing Yes Yes Yes
of elastic cords or rubber dampers.
Shock Struts - Replenishment of oil or air. Yes Yes Yes
Landing gear doors - Removal or Yes Yes Yes
reinstallation and repair including operating
straps.
Skis - Changing between wheel and ski Yes Yes Yes
landing gear.
Skids - Removal or reinstallation and Yes Yes Yes
servicing of main, wing and tail skids.
Wheels fairing (spats) - Removal and Yes Yes Yes
reinstallation.
Mechanical brakes - Adjustment of simple Yes Yes Yes
cable operated systems.
Brake - Replacement of worn brake pads. Yes Yes Yes
Springs - Replacement of worn or aged Yes Yes Yes
springs.
Gear Warning - Removal or reinstallation of Yes Yes Yes
simple gear warning systems.
33 Lights Lights - Replacements of internal and N/A N/A Yes
external bulbs, filaments, reflectors and
lenses.
34 Navigation Software - Updating self-contained, Yes Yes Yes
instrument panel mount navigational
software databases, excluding automatic
flight control systems and transponders and
including update of non-required
instruments/ equipment.

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Navigation devices - Removal and Yes Yes Yes

replacement of self-contained, instrument
panel mount navigation devices with quick
disconnect connectors, excluding automatic
flight control systems, transponders,
primary flight control system.
Self-contained data logger - Installation, Yes Yes Yes
data restoration.
51 Structure Fabrics patches - Simple patches extending Yes Yes Yes
over not more than one rib and not
requiring rib stitching or removal of
structural parts or control surfaces.
Protective Coating - Applying preservative Yes Yes Yes
material or coatings where no disassembly
of any primary structure or operating
system is involved.
Surface finish - Minor restoration of paint or Yes Yes Yes
coating where the underlying primary
structure is not affected. This includes
application of signal coatings or thin foils as
well as Registration markings.
Fairings - Simple repairs to non-structural Yes Yes Yes
fairings and cover plates which do not
change the contour.
52 Doors Doors - Removal and reinstallation Yes Yes Yes
53 Fuselage Upholstery, furnishing - Minor repairs which Yes Yes Yes
do not require disassembly of primary
structure or operating systems, or interfere
with control systems.
56 Windows Side windows - Replacement if it does not Yes Yes Yes
require riveting, bonding or any special
process
Canopies - Removal and re-fitment. Yes Yes Yes
Gas dampener - Replacement of Canopy Gas Yes Yes Yes
dampener
57 Wings Wing Skids - Removal or reinstallation and Yes Yes Yes
service of lower wing skids or wing roller
including spring assembly
Water ballast - Removal or reinstallation of Yes Yes Yes
flexible tanks
Turbulator and sealing tapes - Removal or Yes Yes Yes
reinstallation of approved sealing tapes and
turbulator tapes.
61 Propeller Spinner - Removal and reinstallation N/A Yes Yes
71 Powerplant Removal or installation of Powerplant unit N/A Yes NO
installation including engine and propeller.
Cowling - Removal and reinstallation not N/A Yes Yes
requiring removal of propeller or
disconnection of flight controls.

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Induction System - Inspection and N/A Yes Yes

replacement of induction air filter.
72 Engine Chip Detectors - Removal, checking and N/A Yes Yes
reinstallation provided the chip detector is a
self-sealing type and not electrically
indicated.
73 Engine fuel Strainer or Filter elements - Cleaning and/or N/A Yes Yes
replacement
74 Ignition Spark Plugs - Removal, cleaning, adjustment N/A Yes Yes
and reinstallation
75 Cooling Coolant - Replenishment of coolant fluid. N/A Yes Yes
76 Engine Controls Controls - Minor adjustments of non-flight N/A Yes NO
or propulsion controls whose operation is
not critical for any phase of flight.
77 Engine Engine Indicating - Removal and N/A Yes Yes
Indicating replacement of self-contained instrument
panel mount indicators that have quick-
release connectors and do not employ
direct reading connections.
79 Oil System Strainer of Filter elements - Cleaning and/or N/A Yes Yes
replacement
Oil - Changing or replenishment of engine oil N/A Yes Yes
and gearbox fluid.

Part D
PILOT-OWNER MAINTENANCE TASK for BALLOONS/AIRSHIPS

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Area and Task Hot Air Hot Air Gas

Airship Balloo Balloo
n n
A) ENVELOPE
1- Fabric repairs - excluding complete panels (as defined in, and in Yes Yes NO
accordance with, Type Certificate holders' instructions) not
requiring load tape repair or replacement
2- Nose line - Replacement Yes N/A N/A
3- Banners - fitment, replacement or repair (without sewing). Yes Yes Yes
4-Melting link (temperature flag) replacements. Yes Yes Yes
5- temperature transmitter and temperature indication cables - Yes Yes N/A
removal or reinstallation
6- Crown line - replacement (where permanently attached to the No Yes N/A
crown ring).
7- Scoop or skirt-replacement or repair of (including fasteners). Yes Yes N/A
B) BURNER
8- Burner - cleaning and lubrication. Yes Yes N/A
9- Piezo igniters - adjustment Yes Yes N/A
10- Burner jets - cleaning and replacement. Yes Yes N/A
11- Burner frame corner buffers - replacement or reinstallation. Yes Yes N/A
12- Burner Valves - adjustment of closing valve not requiring special Yes Yes N/A
tools or test equipment.
C) BASKET AND GONDOLA
13- basket/gondola frame trim - repair or replacement. Yes Yes Yes
14- Basket/gondola runners (including wheels) repair or Yes Yes Yes
replacement
15- External rope handles - repair Yes Yes Yes
16- Replacement of seat covers - upholstery and safety belts. Yes Yes Yes
D) FUEL CYLINDER
17- Liquid valve - replacement of O-rings in the outlet. Yes Yes NO
E) INSTRUMENTS AND EQUIPMENT
18- Batteries - replacement of for self-contained instruments and Yes Yes Yes
communication equipment.
19- Communication, navigation devices, instruments and/or Yes Yes Yes
equipment - Remove and replace self-contained, instrument panel
mounted communication devices with quick disconnect connectors.
F) ENGINES
20- Cleaning and Lubrication not requiring disassemble other than Yes N/A N/A
removal of non-structural items such as cover plates, cowlings and
fairings.
21- Cowling - removal and re-fitment not requiring removal of the Yes N/A N/A
propeller.
22- Fuel and oil strainer and/or filter elements - Removal, cleaning Yes N/A N/A
and/or replacement.
23- Batteries - replacing and servicing (excluding servicing of Ni-Cd Yes N/A N/A
batteries).

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24- Propeller Spinner - removal and reinstallation for inspection. Yes N/A N/A
25- Powerplant - Removal or installation or powerplant unit including Yes N/A N/A
engine and propeller
26- Engine -Chip detectors - remove, check and replace Yes N/A N/A
27- Ignition Spark Plug - removal or installation and adjustment Yes N/A N/A
including gap clearance.
28- Coolant fluid - replenishment. Yes N/A N/A
29- Engine Controls - minor adjustments of non-flight or propulsion Yes N/A N/A
controls whose operation is not critical for any phase of flight.
30- Engine instruments - removal and replacement. Yes N/A N/A
31- Lubrication oil - changing or replenishment of engine oil and Yes N/A N/A
gearbox fluid.
32- Fuel lines - replacement of prefabricated hoses with self-sealing Yes N/A N/A
couplings.
33-Air filters (if installed) - removal, cleaning and replacement. Yes N/A N/A

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SECTION E
GM to Appendix II to Part-M
Use of the DCA Form 1 for maintenance

DCA Form 1 Block 12 ‘Remarks’

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

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

 NDT methods with appropriate documentation used when relevant.

 Compliance with airworthiness directives or service bulletins.

 Repairs carried out.

 Modifications carried out.

 Replacement parts installed.

 Life-limited parts status.

 Shelf life limitations.

 Deviations from the customer work order.

 Release statements to satisfy a foreign Civil Aviation Authority maintenance

requirement.

 Information needed to support shipment with shortages or re-assembly after

delivery.

 References to aid traceability, such as batch numbers.”

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Appendices to AMC’s

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Appendix I to AMC M.A.302

Content of the maintenance programme

1 General requirements

1.1 The maintenance programme should contain the following basic

information.

1.1.1 The type/model and registration number of the aircraft, engines and,
where applicable, auxiliary power units and propellers

1.1.2 The name and address of the owner, operator or MCAR-M.A Subpart G
approved organisation managing the aircraft airworthiness.

1.1.3 The reference, the date of issue and issue number of the approved
maintenance programme.

1.1.4 A statement signed by the owner, operator or M.A Subpart G approved

organisation managing the aircraft airworthiness to the effect that the
specified aircraft will be maintained to the programme and that the
programme will be reviewed and updated as required.

1.1.5 Contents/list of effective pages and their revision status of the document.

1.1.6 Check periods, which reflect the anticipated utilisation of the aircraft.
Such utilisation should be stated and include a tolerance of not more
than 25%. Where utilisation cannot be anticipated, calendar time limits
should also be included.

1.1.7 Procedures for the escalation of established check periods, where

applicable and acceptable to the competent authority of registry.

1.1.8 Provision to record the date and reference of approved amendments

incorporated in the maintenance programme.

1.1.9 Details of pre-flight maintenance tasks that are accomplished by

maintenance staff.

1.1.10 The tasks and the periods (intervals/frequencies) at which each part of
the aircraft, engines, APU’s, propellers, components, accessories,
equipment, instruments, electrical and radio apparatus, together with the
associated systems and installations should be inspected. This should
include the type and degree of inspection required.

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1.1.11 The periods at which components should be checked, cleaned,

lubricated, replenished, adjusted and tested.

1.1.12 If applicable details of ageing aircraft system requirements together with

any specified sampling programmes.

1.1.13 If applicable details of specific structural maintenance programmes

where issued by the type certificate holder including but not limited to:

(a) Maintenance of structural Integrity by damage Tolerance and

Supplemental Structural Inspection Programmes (SSID).

(b) Structural maintenance programmes resulting from the SB review

performed by the TC holder.

(c) Corrosion prevention and control.

(d) Repair Assessment.

(e) Widespread Fatigue Damage

1.1.14 If applicable, details of Critical Design Configuration Control Limitations

together with appropriate procedures.

1.1.15 If applicable a statement of the limit of validity in terms of total flight

cycles/calendar date/flight hours for the structural programme in 1.1.13.

1.1.16 The periods at which overhauls and/or replacements by new or

overhauled components should be made.

1.1.17 A cross-reference to other documents approved by the Authority which

contain the details of maintenance tasks related to mandatory life
limitations, Certification Maintenance Requirements (CMR’s) and ADs.

Note: To prevent inadvertent variations to such tasks or intervals these

items should not be included in the main portion of the maintenance
programme document, or any planning control system, without specific
identification of their mandatory status.

1.1.18 Details of, or cross-reference to, any required reliability programme or

statistical methods of continuous Surveillance.

1.1.19 A statement that practices and procedures to satisfy the programme

should be to the standards specified in the TC holder’s Maintenance
Instructions. In the case of approved practices and procedures that
differ, the statement should refer to them.

1.1.20 Each maintenance task quoted should be defined in a definition section

of the programme.

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2 Programme basis

2.1 An owner or an M.A Subpart G approved organisation’s aircraft

maintenance programme should normally be based upon the MRB
report, where applicable, and the TC holder’s maintenance planning
document or Chapter 5 of the maintenance manual, (i.e. the
manufacturer’s recommended maintenance programme).

The structure and format of these maintenance recommendations may

be re-written by the owner or the M.A Subpart G approved organisation
to better suit the operation and control of the particular maintenance
programme.

2.2 For a newly type-certificated aircraft where no previously approved

maintenance programme exists, it will be necessary for the owner or the
M.A Subpart G approved organisation to comprehensively appraise the
manufacturer’s recommendations (and the MRB report where
applicable), together with other airworthiness information, in order to
produce a realistic programme for approval.

2.3 For existing aircraft types it is permissible for the operator to make
comparisons with maintenance programmes previously approved. It
should not be assumed that a programme approved for one owner or the
M.A Subpart G approved organisation would automatically be approved
for another.

Evaluation should be made of the aircraft/fleet utilisation, landing rate,

equipment fit and, in particular, the experience of the owner or the M.A
Subpart G approved organisation when assessing an existing
programme.

Where the competent authority is not satisfied that the proposed

maintenance programme can be used as is, the Authority should request
appropriate changes such as additional maintenance tasks or de-
escalation of check frequencies as necessary.

2.4 Critical Design Configuration Control Limitations (CDCCL)

If CDCCL have been identified for the aircraft type by the TC/STC holder,
maintenance instructions should be developed. CDCCL’s are
characterised by features in an aircraft installation or component that
should be retained during modification, change, repair, or scheduled
maintenance for the operational life of the aircraft or applicable
component or part

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3 Amendments

Amendments (revisions) to the approved maintenance programme should be

made by the owner or the M.A Subpart G approved organisation, to reflect
changes in the TC holder’s recommendations, modifications, service
experience, or as required by the competent authority.

4 Permitted variations to maintenance periods

The owner or the M.A Subpart G approved organisation may only vary the
periods prescribed by the programme with the approval of the Authority or
through a procedure developed in the maintenance programme and approved
by the Authority.

5 Periodic review of maintenance programme contents

5.1 The owner or the M.A Subpart G approved organisation’s approved

maintenance programmes should be subject to periodic review to ensure
that they reflect current TC holder’s recommendations, revisions to the
MRB report if applicable, mandatory requirements and the maintenance
needs of the aircraft.

5.2 The owner or the M.A Subpart G approved organisation should review
the detailed requirements at least annually for continued validity in the
light of operating experience.

6 Reliability Programmes

6.1 Applicability

6.1.1 A reliability programme should be developed in the following

cases:

(a) the aircraft maintenance programme is based upon MSG-

3 logic

(b) the aircraft maintenance programme includes condition

monitored components

(c) the aircraft maintenance programme does not contain

overhaul time periods for all significant system
components

(d) when specified by the Manufacturer’s maintenance

planning document or MRB.

6.1.2 A reliability Programme need not be developed in the following

cases:

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(a) the maintenance programme is based upon the MSG-1 or

2 logic but only contains hard time or on condition items

(b) the aircraft is not a large aircraft according to Part-M

(c) the aircraft maintenance programme provides overhaul

time periods for all significant system components.

Note: for the purpose of this paragraph, a significant

system is a system the failure of which could hazard the
aircraft safety.

6.1.3 Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an M.A.

Subpart G organisation may however, develop its own reliability
monitoring programme when it may be deemed beneficial from a
maintenance planning point of view.

6.2 Applicability for M.A. Subpart G organisation/operator of small fleets of

aircraft

6.2.1 For the purpose of this paragraph, a small fleet of aircraft is a fleet
of less than 6 aircraft of the same type.

6.2.2 The requirement for a reliability programme is irrespective of the

M.A. Subpart G organisation’s fleet size.

6.2.3 Complex reliability programmes could be inappropriate for a small

fleet. It is recommended that such M.A. Subpart G organisations
tailor their reliability programmes to suit the size and complexity
of operation.

6.2.4 One difficulty with a small fleet of aircraft consists in the amount
of available data which can be processed: when this amount is
too low, the calculation of alert level is very coarse. Therefore
“alert levels” should be used carefully.

6.2.5 An M.A. Subpart G organisation of a small fleet of aircraft, when

establishing a reliability programme, should consider the
following:

(a) The programme should focus on areas where a sufficient

amount of data is likely to be processed.

(b) When the amount of available data is very limited, the M.A.
Subpart G organisation’s engineering judgement is then a
vital element. In the following examples, careful
engineering analysis should be exercised before taking
decisions:

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 A “0” rate in the statistical calculation may possibly

simply reveal that enough statistical data is missing,
rather that there is no potential problem.

 When alert levels are used, a single event may have

the figures reach the alert level. Engineering
judgement is necessary so as to discriminate an
artefact from an actual need for a corrective action.

 In making his engineering judgement, an M.A.

Subpart G organisation is encouraged to establish
contact and make comparisons with other M.A.
Subpart G organisations of the same aircraft, where
possible and relevant. Making comparison with data
provided by the manufacturer may also be possible.

6.2.6 In order to obtain accurate reliability data, it should be

recommended to pool data and analysis with one or more other
M.A. Subpart G organisation(s). Paragraph 6.6 of this paragraph
specifies under which conditions it is acceptable that M.A.
Subpart G organisations share reliability data.

6.2.7 Notwithstanding the above there are cases where the M.A.
Subpart G organisation will be unable to pool data with other M.A.
Subpart G organisation, e.g. at the introduction to service of a new
type. In that case the competent authority should impose
additional restrictions on the MRB/MPD tasks intervals (e.g. no
variations or only minor evolution are possible, and with the
competent authority approval).

6.3 Engineering judgement

6.3.1 Engineering judgement is itself inherent to reliability programmes

as no interpretation of data is possible without judgement. In
approving the M.A. Subpart G organisation’s maintenance and
reliability programmes, the competent authority is expected to
ensure that the organisation which runs the programme (it may
be the M.A. Subpart G organisation, or an Part-145 organisation
under contract) hires sufficiently qualified personnel with
appropriate engineering experience and understanding of
reliability concept (see AMC M.A.706)

6.3.2 It follows that failure to provide appropriately qualified personnel

for the reliability programme may lead the competent authority to

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reject the approval of the reliability programme and therefore the

aircraft maintenance programme.

6.4 Contracted maintenance

6.4.1 Whereas M.A.302 specifies that, the aircraft maintenance

programme –which includes the associated reliability
programme-, should be managed and presented by the M.A.
Subpart G organisation to the competent authority, it is
understood that the M.A. Subpart G organisation may delegate
certain functions to the Part-145 organisation under contract,
provided this organisation proves to have the appropriate
expertise.

6.4.2 These functions are:

(a) Developing the aircraft maintenance and reliability

programmes,

(b) Performing the collection and analysis of the reliability

data,

(c) Providing reliability reports, and

(d) Proposing corrective actions to the M.A. Subpart G

organisation.

6.4.3 Notwithstanding the above decision to implement a corrective

action (or the decision to request from the competent authority the
approval to implement a corrective action) remains the M.A.
Subpart G organisation’s prerogative and responsibility. In
relation to paragraph 6.4.2(d) above, a decision not to implement
a corrective action should be justified and documented.

6.4.4 The arrangement between the M.A. Subpart G organisation and

the Part-145 organisation should be specified in the maintenance
contract (see appendix 11) and the relevant CAME, and MOE
procedures.

6.5 Reliability programme

In preparing the programme details, account should be taken of this

paragraph. All associated procedures should be clearly defined.

6.5.1 Objectives

6.5.1.1 A statement should be included summarising as

precisely as possible the prime objectives of the

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programme. To the minimum it should include the

following:

(a) to recognise the need for corrective action,

(b) to establish what corrective action is needed

and,

(c) to determine the effectiveness of that action

6.5.1.2 The extent of the objectives should be directly

related to the scope of the programme. Its scope
could vary from a component defect monitoring
system for a small M.A. Subpart G organisation, to
an integrated maintenance management
programme for a big M.A. Subpart G organisation.
The manufacturer’s maintenance planning
documents may give guidance on the objectives
and should be consulted in every case.

6.5.1.3 In case of a MSG-3 based maintenance

programme, the reliability programme should
provide a monitor that all MSG-3 related tasks from
the maintenance programme are effective and their
periodicity is adequate.

6.5.2 Identification of items.

The items controlled by the programme should be stated, e.g. by

ATA Chapters. Where some items (e.g. aircraft structure,
engines, APU) are controlled by separate programmes, the
associated procedures (e.g. individual sampling or life
development programmes, constructor’s structure sampling
programmes) should be cross referenced in the programme.

6.5.3 Terms and definitions.

The significant terms and definitions applicable to the Programme

should be clearly identified. Terms are already defined in MSG-3,
Part-145 and Part-M.

6.5.4 Information sources and collection.

6.5.4.1 Sources of information should be listed and

procedures for the transmission of information from
the sources, together with the procedure for

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collecting and receiving it, should be set out in detail

in the CAME or MOE as appropriate.

6.5.4.2 The type of information to be collected should be

related to the objectives of the Programme and
should be such that it enables both an overall broad
based assessment of the information to be made
and also allow for assessments to be made as to
whether any reaction, both to trends and to
individual events, is necessary. The following are
examples of the normal prime sources:

(a) Pilots Reports.

(b) Technical Logs.

(c) Aircraft Maintenance Access Terminal / On-

board Maintenance System readouts.

(d) Maintenance Worksheets.

(e) Workshop Reports.

(f) Reports on Functional Checks.

(h) Reports on Special Inspections

(g) Stores Issues/Reports.

(i) Air Safety Reports.

(j) Reports on Technical Delays and Incidents.

(k) Other sources: ETOPS, RVSM, CAT II/III.

6.5.4.3 In addition to the normal prime sources of

information, due account should be taken of
continuing airworthiness and safety information
promulgated under Part-21

6.5.5 Display of information.

Collected information may be displayed graphically or in a tabular

format or a combination of both. The rules governing any
separation or discarding of information prior to incorporation into
these formats should be stated. The format should be such that
the identification of trends, specific highlights and related events
would be readily apparent.

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6.5.5.1 The above display of information should include

provisions for “nil returns” to aid the examination of
the total information.

6.5.5.2 Where “standards” or “alert levels” are included in

the programme, the display of information should be
oriented accordingly.

6.5.6 Examination, analysis and interpretation of the information.

The method employed for examining, analysing and interpreting

the programme information should be explained.

6.5.6.1 Examination.

Methods of examination of information may be

varied according to the content and quantity of
information of individual programmes. These can
range from examination of the initial indication of
performance variations to formalised detailed
procedures at specific periods, and the methods
should be fully described in the programme
documentation.

6.5.6.2 Analysis and Interpretation.

The procedures for analysis and interpretation of

information should be such as to enable the
performance of the items controlled by the
programme to be measured; they should also
facilitate recognition, diagnosis and recording of
significant problems. The whole process should be
such as to enable a critical assessment to be made
of the effectiveness of the programme as a total
activity. Such a process may involve:

(a) Comparisons of operational reliability with

established or allocated standards (in the initial
period these could be obtained from in-service
experience of similar equipment of aircraft
types).

(b) Analysis and interpretation of trends.

(c) The evaluation of repetitive defects.

(d) Confidence testing of expected and

achieved results.

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(e) Studies of life-bands and survival

characteristics.

(f) Reliability predictions.

(g) Other methods of assessment.

6.5.6.3 The range and depth of engineering analysis and

interpretation should be related to the particular
programme and to the facilities available. The
following, at least, should be taken into account:

(a) Flight defects and reductions in operational

reliability.

(b) Defects occurring on-line and at main base.

(c) Deterioration observed during routine

maintenance.

(d) Workshop and overhaul facility findings.

(e) Modification evaluations.

(f) Sampling programmes.

(g) The adequacy of maintenance equipment

and publications.

(h) The effectiveness of maintenance

procedures.

(i) Staff training.

(j) Service bulletins, technical instructions, etc.

6.5.6.4 Where the M.A. Subpart G organisation relies upon

contracted maintenance and/or overhaul facilities
as an information input to the programme, the
arrangements for availability and continuity of such
information should be established and details
should be included.

6.5.7 Corrective Actions.

6.5.7.1 The procedures and time scales both for

implementing corrective actions and for monitoring
the effects of corrective actions should be fully
described. Corrective actions shall correct any

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reduction in reliability revealed by the programme

and could take the form of:

(a) Changes to maintenance, operational

procedures or techniques.

(b Maintenance changes involving inspection

frequency and content, function checks,
overhaul requirements and time limits, which
will require amendment of the scheduled
maintenance periods or tasks in the
approved maintenance programme. This
may include escalation or de-escalation of
tasks, addition, modification or deletion of
tasks.

(c) Amendments to approved manuals (e.g.

maintenance manual, crew manual).

(d) Initiation of modifications.

(e) Special inspections of fleet campaigns.

(f) Spares provisioning.

(g) Staff training.

(h) Manpower and equipment planning.

Note: Some of the above corrective actions

may need the competent authority’s
approval before implementation.

6.5.7.2 The procedures for effecting changes to the

maintenance programme should be described, and
the associated documentation should include a
planned completion date for each corrective action,
where applicable.

6.5.8 Organisational Responsibilities.

The organisational structure and the department responsible for

the administration of the programme should be stated. The chains
of responsibility for individuals and departments (Engineering,
Production, Quality, Operations etc.) in respect of the
programme, together with the information and functions of any
programme control committees (reliability group), should be
defined. Participation of the competent authority should be stated.

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This information should be contained in the CAME or MOE as

appropriate.

6.5.9 Presentation of information to the Authority.

The following information should be submitted to the competent

authority for approval as part of the reliability programme:

(a) The format and content of routine reports.

(b) The time scales for the production of reports together with
their distribution.

(c) The format and content of reports supporting request for

increases in periods between maintenance (escalation)
and for amendments to the approved maintenance
programme. These reports should contain sufficient
detailed information to enable the competent authority to
make its own evaluation where necessary.

6.5.10 Evaluation and review.

Each programme should describe the procedures and individual

responsibilities in respect of continuous monitoring of the
effectiveness of the programme as a whole. The time periods and
the procedures for both routine and non-routine reviews of
maintenance control should be detailed (progressive, monthly,
quarterly, or annual reviews, procedures following reliability
“standards” or “alert levels” being exceeded, etc.).

6.5.10.1 Each Programme should contain procedures for

monitoring and, as necessary, revising the reliability
“standards” or “alert levels”. The organisational
responsibilities for monitoring and revising the
“standards” should be specified together with
associated time scales.

6.5.10.2 Although not exclusive, the following list gives

guidance on the criteria to be taken into account
during the review.

(a) Utilisation (high/low/seasonal).

(b) Fleet commonality.

(c) Alert Level adjustment criteria.

(d) Adequacy of data.

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(e) Reliability procedure audit.

(f) Staff training.

(g) Operational and maintenance procedures.

6.5.11 Approval of maintenance programme amendment

The competent authority may authorise the M.A. Subpart

G organisation to implement in the maintenance
programme changes arising from the reliability programme
results prior to their formal approval by the authority when
satisfied that;

(a) the Reliability Programme monitors the content of the

Maintenance Programme in a comprehensive
manner, and
(b) the procedures associated with the functioning of the
“Reliability Group” provide the assurance that
appropriate control is exercised by the Owner/
operator over the internal validation of such changes.

6.6 Pooling Arrangements.

6.6.1 In some cases, in order that sufficient data may be analysed it

may be desirable to ‘pool’ data: i.e. collate data from a number of
M.A. Subpart G organisations of the same type of aircraft. For the
analysis to be valid, the aircraft concerned, mode of operation,
and maintenance procedures applied should be substantially the
same: variations in utilisation between two M.A. Subpart G
organisations may, more than anything, fundamentally corrupt the
analysis. Although not exhaustive, the following list gives
guidance on the primary factors which need to be taken into
account.

(a) Certification factors, such as: aircraft TCDS compliance

(variant)/modification status, including SB compliance.

(b) Operational Factors, such as: operational

environment/utilisation, e.g. low/ high/seasonal, etc.
/respective fleet size operating rules applicable (e.g.
ETOPS/RVSM/All Weather etc.)/operating procedures
/MEL and MEL utilisation.

(c) Maintenance factors, such as: aircraft age maintenance

procedures; maintenance standards applicable; lubrication

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procedures and programme; MPD revision or escalation

applied or maintenance programme applicable.

6.6.2 Although it may not be necessary for all of the foregoing to be

completely common, it is necessary for a substantial amount of
commonality to prevail. Decision should be taken by the
competent authority on a case by case basis.

6.6.3 In case of a short term lease agreement (less than 6 month) more
flexibility against the Para 6.6.1 criteria may be granted by the
competent authority, so as to allow the owner/operator to operate
the aircraft under the same programme during the lease
agreement effectivity.

6.6.4 Changes by any one of the M.A. Subpart G organisation to the

above, requires assessment in order that the pooling benefits can
be maintained. Where an M.A. Subpart G organisation wishes to
pool data in this way, the approval of the competent authority
should be sought prior to any formal agreement being signed
between M.A. Subpart G organisations.

6.6.5 Whereas this paragraph 6.6 is intended to address the pooling of

data directly between M.A. Subpart G organisations, it is
acceptable that the M.A. Subpart G organisation participates in a
reliability programme managed by the aircraft manufacturer,
when the competent authority is satisfied that the manufacturer
manages a reliability programme which complies with the intent
of this paragraph.

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Appendix II to M.A.201(h)(1):

Sub-contracting of continuing airworthiness management tasks

1. SUB-CONTRACTED OPERATOR’S CONTINUING AIRWORTHINESS

MANAGEMENT TASKS

1.1 To actively control the standards of the sub-contracted organisation the

operator should employ a person or group of persons who are trained and
competent in the disciplines associated with M.A Subpart G. As such they are
responsible for determining what maintenance is required, when it has to be
performed and by whom and to what standard, in order to ensure the continued
airworthiness of the aircraft being operated.

1.2 The operator should conduct a pre-contract audit to establish that the sub-
contracted organisation can achieve the standards required by M.A Subpart G
in connection with those activities to be sub-contracted.

1.3 The operator should ensure that the sub-contracted organisation has sufficient
qualified personnel who are trained and competent in the functions to be
subcontracted. In assessing the adequacy of personnel resources the operator
should consider the particular needs of those activities that are to be sub-
contracted, while taking into account the sub-contracted organisations existing
commitments.

1.4 To be appropriately approved to contract out continuing airworthiness

management tasks the operator should have procedures for the management
control of these arrangements. The operator’s continuing airworthiness
management exposition should contain relevant procedures to reflect his
control of those arrangements made with the subcontracted organisation.

1.5 Sub-contracted continuing airworthiness management tasks should be

addressed in a contract between the operator and the sub-contracted
organisation. The contract should also specify that the sub-contracted
organisation is responsible for informing the operator who is in turn responsible
for notifying the respective competent authority, of any subsequent changes
that affect their ability to support the contract.

1.6 Organisations providing continuing airworthiness management tasks to support

commercial air transport operators should use procedures which set out the
manner by which the organisation fulfils its responsibility to those sub-
contracted activities. Such procedures may be developed by either the sub-
contracted organisation or the operator.

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1.7 Where the sub-contracted organisation develops its own procedures these
should be compatible with the operator’s continuing airworthiness management
exposition and the terms of the contract. These should be accepted by the
competent authority as extended procedures of the operator and as such
should be cross-referenced from the continuing airworthiness management
exposition. One current copy of the sub-contracted organisation’s relevant
procedures should be kept by the operator and should be accessible to the
competent authority where needed. Note: Should any conflict arise between the
sub-contracted organisation’s procedures and those of the operator then the
policy and procedures of the continuing airworthiness management exposition
will prevail.

1.8 The contract should also specify that the sub-contracted organisation’s
procedures may only be amended with the agreement of the operator. The
operator should ensure that these amendments are compatible with their
continuing airworthiness management exposition and in compliance with M.A
Subpart G. The operator should nominate who will be responsible for continued
monitoring and acceptance of the sub-contracted organisation procedures and
their amendments. The controls used to fulfil this function should be clearly set
out in the amendment section of the continuing airworthiness management
exposition detailing the level of operator involvement.

1.9 Whenever any elements of continuing airworthiness management tasks are

sub-contracted the operator’s continuing airworthiness management personnel
should have access to all relevant data in order to fulfil their responsibilities.

Note: The operator retains authority to override where necessary for the
continuing airworthiness of their aircraft, any recommendation of the sub-
contracted organisation.

1.10 The operator should ensure that the sub-contracted organisation continues to
have qualified technical expertise and sufficient resources to perform the
subcontracted tasks while in compliance with the relevant procedures. Failure
to do so may invalidate the approval of the operators continuing airworthiness
management system.

1.11 The contract should provide for competent authority monitoring.

1.12 The contract should address the respective responsibilities to ensure that any
findings arising from the competent authority monitoring will be closed to the
satisfaction of the competent authority.

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2 ACCOMPLISHMENT

This paragraph describes topics, which may be applicable in such a sub-

contract arrangements.

2.1 Scope of work

The type of aircraft and their registrations, engine types and/or component
subject to the continuing airworthiness management tasks contract should be
specified.

2.2 Maintenance programme development and amendment

The operator may sub-contract the preparation of the draft maintenance

programme and any subsequent amendments. However, the operator remains
responsible for assessing that the draft proposals meet his needs and obtaining
competent authority approval; the relevant procedures should specify these
responsibilities. The contract should also stipulate that any data necessary to
substantiate the approval of the initial programme or an amendment to this
programme should be provided for operator agreement and/or competent
authority upon request.

2.3 Maintenance programme effectiveness and reliability

The operator should have in place a system to monitor and assess the
effectiveness of the maintenance programme based on maintenance and
operational experience. The collection of data and initial assessment may be
made by the sub-contracted organisation; the required actions are to be
endorsed by the operator. Where reliability monitoring is used to establish
maintenance programme effectiveness, this may be provided by the sub-
contracted organisation and should be specified in the relevant procedures.
Reference should be made to the operators approved maintenance programme
and reliability programme. Participation of the operator’s personnel in reliability
meetings with the sub-contracted organisation should also be specified. In
providing reliability data the sub-contracted organisation is limited to working
with primary data/documents provided by the operator or data provided by the
operators contracted maintenance organisation(s) from which the reports are
derived. The pooling of reliability data is permitted if accepted by the competent
authority.

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Appendix IV to AMC M.A.604

Maintenance Organisation Manual

1. Purpose

The maintenance organisation manual is the reference for all the work carried
out by the approved maintenance organisation. It should contain all the means
established by the organisation to ensure compliance with MCAR-Part-M
according to the extent of approval and the privileges granted to the
organisation.
The maintenance organisation manual should define precisely the work that
the approved maintenance organisation is authorised to carry out and the
subcontracted work. It should detail the resources used by the organisation,
its structure and its procedures.

2. Content

A typical Maintenance Organisation Manual for a small organisation (less than

10 maintenance staff) should be designed to be used directly on a day to day
basis. The working documents and lists should be directly included into the
manual. It should contain the following:

Part A - General

- Table of content

- List of effective pages

- Record of amendments

- Amendment procedure
• Drafting
• Amendments requiring direct approval by the DCA
• Approval

- Distribution
• Name or title of each person holding a copy of the manual

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- Accountable manager statement

• Approval of the manual
• Statement that the maintenance organisation manual and any
incorporated document identified therein reflect the organisation’s
means of compliance with MCAR-Part-M
• Commitment to work according to the manual
• Commitment to amend the manual when necessary

Part B - Description

- Organisation’s scope of work

• Description of the work carried out by the organisation (type of product,
type of work) and subcontracted work
• Identification of the level of work which can be performed at each
facility.

- General presentation of the organisation

• Legal name and social status

- Name and title of management personnel

• Accountable manager
• Senior managers
• Duties and responsibilities

- Organisation chart

- Certifying staff
• Minimum qualification and experience
• List of authorised certifying staff, their scope of qualification and the
personal authorisation reference

- Personnel
• Technical personnel (number, qualifications and experience)
• Administrative personnel (number)

- General description of the facility

• Geographical location (map)
• Plan of hangars
• Specialised workshops
• Office accommodation
• Stores

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• Availability of all leased facilities.

- Tools, equipment and material

• List of tools, equipment and material used (including access to tools
used on occasional basis)
• Test apparatus
• Calibration frequencies

- Maintenance data
• List of maintenance data used in accordance with MCAR M.A.402, and
appropriate amendment subscription information (including access to
data used on occasional basis).

Part C - General Procedures

- Organisational review
• Purpose (to insure that the approved maintenance organisation
continues to meet the requirements of MCAR-Part-M)
• Responsibility
• Organisation, frequency, scope and content (including processing of
DCA’s findings)
• Planning and performance of the review
• Organisational review checklist and forms
• Processing and correction of review findings
• Reporting
• Review of subcontracted work

- Training
• Description of the methods used to ensure compliance with the
personnel qualification and training requirements (certifying staff
training, specialised training)
• Description of the personnel records to be retained

- Subcontracting of specialised services

• Selection criteria and control
• Nature of subcontracted work
• List of subcontractors
• Nature of arrangements
• Assignment of responsibilities for the certification of the work performed

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- One time authorisations

• Maintenance checks
• Certifying staff

Part D - Working Procedures

- Work order acceptance

- Preparation and issue of the work package

• Control of the work order
• Preparation of the planned work
• Work package content (copy of forms, work cards, procedure for their
use, distribution)
• Responsibilities and signatures needed for the authorisation of the work

- Logistics
• Persons/functions involved
• Criteria for choosing suppliers
• Procedures used for incoming inspection and storage of parts, tools and
materials
• Copy of forms and procedure for their use and distribution

- Execution
• Persons/functions involved and respective role
• Documentation (work package and work cards)
• Copy of forms and procedure for their use and distribution
• Use of work cards or manufacturer’s documentation
• Procedures for accepting components from stores including eligibility
check
• Procedures for returning unserviceable components to stores

- Release to Service – Certifying staff

• Authorised certifying staff functions and responsibilities

- Release to Service – Supervision

Detailed description of the system used to ensure that all maintenance tasks,
applicable to the work requested of the approved maintenance organisation,
have been completed as required.

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• Supervision content
• Copy of forms and procedure for their use and distribution
• Control of the work package

- Release to Service – Certificate of release to service

• Procedure for signing the CRS (including preliminary actions)
• Certificate of release to service wording and standardised form
• Completion of the aircraft continuing airworthiness record system
• Completion of DCA Form 1
• Incomplete maintenance
• Check flight authorisation
• Copy of CRS and DCA Form 1

- Records

- Special procedures

Such as specialised tasks, disposal of unsalvageable components, re-

certification of parts not having an acceptable release certificate (DCA or
EASA Form 1, etc.)

- Occurrence reporting
• Occurrences to be reported
• Timeframe of reports
• Information to be reported
• Recipients

- Management of indirect approval of the manual

• Amendments content eligible for indirect approval

• Responsibility
• Traceability
• Information to the competent authority
• Final validation

Part E – Appendices

- Sample of all documents used.

- List of maintenance locations.
- List of MCAR-Part-145 or MCAR-Part-M, Subpart F, organisations.
- List of subcontracted specialised services.

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3. Approval

The DCA should approve the manual in writing. This will normally be done by
approving a list of effective pages.
Minor amendments, or amendments to a large capability list, may be approved
indirectly, through a procedure approved by the DCA.

4. Continuous compliance with MCAR-Part-M

When a maintenance organisation manual no longer meets the requirements

of this MCAR-Part-M, whether through a change in MCAR-Part-M, a change
in the organisation or its activities, or through an inadequacy shown to exist by
verification inspections conducted under the organisational review, or any
other reason that affects the manuals conformity to requirements, the
approved maintenance organisation is responsible to prepare and have
approved an amendment to its manual.

5. Distribution

The manual describes how the organisation works therefore the manual or
relevant parts thereof need to be distributed to all concerned staff in the
organisation and contracted organisations.

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Appendix V to AMC M.A.704

Continuing airworthiness management exposition

TABLE OF CONTENT

Part 0 General organisation

0.1 Corporate commitment by the accountable manager.

0.2 General information.
0.3 Management personnel.
0.4 Management organisation chart.
0.5 Notification procedure to the DCA regarding changes to the organisation’s
activities / approval / location / personnel.
0.6 Exposition amendment procedures.

Part 1 Continuing airworthiness management procedures

1.1 Aircraft technical log utilisation and MEL application (commercial air transport).
Aircraft continuing airworthiness record system utilisation (non-commercial air
transport).
1.2 Aircraft maintenance programmes – development amendment and approval.
1.3 Time and continuing airworthiness records, responsibilities, retention, access.
1.4 Accomplishment and control of airworthiness directives.
1.5 Analysis of the effectiveness of the maintenance programme(s).
1.6 Non mandatory modification embodiment policy.
1.7 Major modification standards.
1.8 Defect reports.
1.9 Engineering activity.
1.10 Reliability programmes.
1.11 Pre-flight inspections.
1.12 Aircraft weighing.
1.13 Check flight procedures.

Part 2 Quality system

2.1 Continuing airworthiness quality policy, plan and audits procedure.

2.2 Monitoring of continuing airworthiness management activities.
2.3 Monitoring of the effectiveness of the maintenance programme(s).
2.4 Monitoring that all maintenance is carried out by an appropriate maintenance
organisation.

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2.5 Monitoring that all contracted maintenance is carried out in accordance with
the contract, including sub-contractors used by the maintenance contractor.
2.6 Quality audit personnel.

Part 3 Contracted Maintenance

3.1 Maintenance contractor selection procedure.

3.2 Quality audit of aircraft.

Part 4 Airworthiness review procedures

4.1 Airworthiness review staff.

4.2 Review of aircraft records.
4.3 Physical survey.
4.4 Additional procedures for recommendations to DCA for the import of aircraft.
4.5 Recommendations to DCA for the issue of ARC.
4.6 Issuance of ARC.
4.7 Airworthiness review records, responsibilities, retention and access.

Part 4B Permit to fly procedures

4B.1 Conformity with approved flight conditions;

4B.2 Issue of permit to fly under the CAMO privilege;
4B.3 Permit to fly authorised signatories;
4B.4 Interface with the DCA for the flight;
4B.5 Permit to fly records, responsibilities, retention and access.

Part 5 Appendices

5.1 Sample documents.

5.2 List of airworthiness review staff.
5.3 List of subcontractors as per AMC M.A.201(h) 1 and M.A.711(a)3.
5.4 List of approved maintenance organisations contracted.
5.5 Copy of contracts for subcontracted work (Appendix II to AMC M.A.201(h) 1).
5.6 Copy of contracts with approved maintenance organisations.

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LIST OF EFFECTIVE PAGES

Page and Revision numbers should be indicated

DISTRIBUTION LIST

(The document should include a distribution list to ensure proper distribution of the
manual and to demonstrate to the DCA that all personnel involved in continuing
airworthiness has access to the relevant information. This does not mean that all
personnel have to be in receipt of a manual but that a reasonable amount of
manuals are distributed within the organisation(s) so that the concerned personnel
may have quick and easy access to this manual.
Accordingly, the continuing airworthiness management exposition should be
distributed to:
- the operator’s or the organisation’s management personnel and any person
at a lower level as necessary; and,
- the MCAR-Part-145 or M.A. Subpart F contracted maintenance
organisation(s); and,
- the DCA

PART 0 GENERAL ORGANISATION

0.1 Corporate commitment by the accountable manager

(The accountable manager’s exposition statement should embrace the intent of

the following paragraph and in fact this statement may be used without
amendment. Any modification to the statement should not alter the intent.)

This exposition defines the organisation and procedures upon which the MCAR-
Part-M, Subpart G approval of (name of company) is based.
These procedures are approved by the undersigned and must be complied with, as
applicable, in order to ensure that all the continuing airworthiness activities including
maintenance for aircraft managed by (name of company) is carried out on time to
an approved standard.
It is accepted that these procedures do not override the necessity of complying with
any new or amended regulation published by the DCA from time to time where these
new or amended regulations are in conflict with these procedures.
The DCA will approve this organisation whilst the DCA is satisfied that the
procedures are being followed. It is understood that the DCA reserves the right to
suspend, vary or revoke the M.A. Subpart G continuing airworthiness management
approval of the organisation, as applicable, if the DCA has evidence that the
procedures are not followed and the standards not upheld.

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In the case of commercial air transport, suspension or revocation of the approval of

the Part M Subpart G continuing airworthiness management approval would
invalidate the AOC.

0.2 General Information

a) Brief description of the organisation

(This paragraph should describe broadly how the whole organisation [i.e.
including the whole operator in the case of commercial air transport or the
whole organisation when other approvals are held is organised under the
management of the accountable manager, and should refer to the
organisation charts of paragraph 0.4.)

b) Relationship with other organisations

(This paragraph may not be applicable to every organisation.)

(1) Subsidiaries / mother company

(For clarity purpose, where the organisation belongs to a group, this

paragraph should explain the specific relationship the organisation
may have with other members of that group - e.g. links between
Airline, Financial Company, Leasing Company, Maintenance, etc...)

(2) Consortiums

(Where the organisation belongs to a consortium, it should be

indicated here. The other members of the consortium should be
specified, as well as the scope of organisation of the consortium [e.g.
operations, maintenance, design (modifications and repairs),
production etc...]. The reason for specifying this is that consortium
maintenance may be controlled through specific contracts and through
consortium’s policy and/or procedures manuals that might
unintentionally override the maintenance contracts. In addition, in
respect of international consortiums, the respective competent
authorities should be consulted and their agreement to the
arrangement clearly stated. This paragraph should then make
reference to any consortium’s continuing airworthiness related manual
or procedure and to any DCA agreement that would apply.)

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c) Aircraft managed – Fleet composition

(This paragraph should quote the aircraft types and the number of aircraft
of each type. The following is given as an example :)

(Name of company) manages, as of (date), the following:

. 3 B737-300
. 3 B737-400
. 1 A320-200
. 10 ATR72-212A, etc...

For commercial air transport, the fleet composition reference with the aircraft
registrations is given by (name of company) current AOC (or elsewhere e.g. in the
Operation Manual, by agreement of the DCA)

(Depending on the number of aircraft, this paragraph may be updated as

follows:

1) the paragraph is revised each time an aircraft is removed from or

added in the list.

2) the paragraph is revised each time a type of aircraft or a significant

number of aircraft is removed from or added to the list. In that case the
paragraph should explain where the current list of aircraft managed is
available for consultation.)

d) Type of operation

(This paragraph should give broad information on the type of operations

such as: commercial, aerial work, non-commercial, long haul/short
haul/regional, scheduled/charter, regions/countries/continents flown, etc.)

0.3 Management personnel

a) Accountable manager

(This paragraph should address the duties and responsibilities of the

accountable manager as far as MCAR-Part-M, Subpart G, is concerned and
demonstrate that he has corporate authority for ensuring that all continuing
airworthiness activities can be financed and carried out to the required
standard and that all human factors principles will be strictly observed.)

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b) Nominated post holder for continuing airworthiness (for commercial air

transport)

(This paragraph should:

- Emphasise that the nominated post holder for continuing airworthiness
is responsible to ensure that all maintenance is carried out on time to
an approved standard.
- Describe the extent of his authority as regards his Part M responsibility
for continuing airworthiness. This paragraph is not necessary for
organisations not holding an AOC)

c) Continuing airworthiness coordination

(This paragraph should list the job functions that constitute the “group of
persons” as required by M.A.706(c) in enough detail so as to show that all
the continuing airworthiness responsibilities as described in Part M are
covered by the persons that constitute that group. In the case of small
operators, where the “Nominated Post holder for continuing airworthiness
constitutes himself the “group of persons”, this paragraph may be merged
with the previous one.)

d) Duties and responsibilities

(This paragraph should further develop the duties and responsibilities of:
- the personnel listed in paragraphs c): “Continuing airworthiness
coordination “,
- the quality manager, as regards the quality monitoring of the
maintenance
system [which includes the approved maintenance organisation(s)]

e) Manpower resources and training policy

(1) Manpower resources

(This paragraph should give broad figures to show that the number of
people dedicated to the performance of the approved continuing
airworthiness activity is adequate. It is not necessary to give the detailed
number of employees of the whole company but only the number of those
involved in continuing airworthiness. This could be presented as follows :)

As of (date), the number of employees dedicated to the performance of the

continuing airworthiness management system is the following:

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Full time Part Time in equivalent

full time
Quality monitoring

Continuing
airworthiness
management
(Detailed information
about the management
group of persons)
Other

Total

Total Man hours

(Note: According to the size and complexity of the organisation, this table may be
further developed or simplified)

(2) Training policy

(This paragraph should show that the training and qualification standards
for the personnel quoted above are consistent with the size and complexity
of the organisation. It should also explain how the need for recurrent training
is assessed and how the training recording and follow-up is performed)

0.4 Management organisation charts

a) General organisation chart

The following flow chart should provide a comprehensive understanding of the

whole company's organisation. For example in the case of an AOC holder.

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Accountable
manager

Quality
assurance
department

Continuing
Operations Marketing .......
airworthiness

b) Continuing airworthiness management organisation chart

The following flow chart should give further details on the continuing
airworthiness Management system, and should clearly show the independence
of the quality monitoring system, including the links between the quality
assurance department and the other departments (see example below). This
flow chart may be combined with the one above or subdivided as necessary,
depending on the size and the complexity of the organisation. For example in
the case of an AOC holder:
Nominated
post holder

Quality
assurance

Planning Technical Contracts ........

Airframe

Engines

Avionics

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0.5 Notification procedure to the DCA regarding changes to the organisation’s

activities / approval / location / personnel

(This paragraph should explain in which occasion the company should inform
the DCA prior to incorporating proposed changes; for instance:
The accountable manager (or any delegated person such as the engineering
director or the quality manager) will notify to the DCA any change concerning:
(1) the company’s name and location(s)
(2) the group of person as specified in paragraph 0.3.c)
(3) operations, procedures and technical arrangements, as far as they
may affect the approval.

(Name of company) will not incorporate such change until the change have been
assessed and approved by the DCA.)

0.6 Exposition amendment procedure

(This paragraph should explain who is responsible for the amendment of the
exposition and submission to the DCA for approval. This may include, if agreed
by the DCA the possibility for the approved organisation to approve internally
minor changes that have no impact on the approval held. The paragraph should
then specify what types of changes are considered as minor and major and what
the approval procedures for both cases are.)

PART 1 CONTINUING AIRWORTHINESS MANAGEMENT PROCEDURES

1.1 Aircraft technical log utilisation and MEL application

Or
1.1 Aircraft continuing airworthiness record system utilisation

a) Aircraft technical log and/or continuing airworthiness record system

(1) General

(It may be useful to remind, in this introduction paragraph, the purpose of

the aircraft technical log system and/or continuing airworthiness record
system, with special care to the options of MCAR-M.A.305 and MCAR-
M.A.306 For that purpose, paragraphs of MCAR-M.A.305 and MCAR-
M.A.306 may be quoted or further explained.)

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(2) Instructions for use

(This paragraph should provide instructions for using the aircraft

technical log and/or continuing airworthiness record system. It should
insist on the respective responsibilities of the maintenance personnel and
operating crew. Samples of the technical log and/or continuing
airworthiness record system should be included in Part 5 “Appendices”
in order to provide enough detailed instructions.)

(3) Aircraft technical log approval (For commercial air transport)

(This paragraph should explain who is responsible for submitting the

aircraft technical log any subsequent amendment to the DCA for approval
and what is the procedure to be followed)

b) M.E.L. application

(Although the MEL is a document that is normally not controlled by the

continuing airworthiness management system, and that the decision of
whether accepting or not a MEL tolerance normally remains the
responsibility of the operating crew, this paragraph should explain in
sufficient detail the MEL application procedure, because the MEL is a tool
that the personnel involved in maintenance have to be familiar with in
order to ensure proper and efficient communication with the crew in case
of a defect rectification to be deferred.)

(This paragraph does not apply to those types of aircraft that do not have
an MEL or are not used for commercial air transport and that are not
required to have one.)

(1) General

(This paragraph should explain broadly what a MEL document is. The
information could be extracted from the aircraft flight manual.)

(2) MEL categories

(Where an owner/operator uses a classification system placing a time

constraint on the rectification of such defect, it should be explained here
what are the general principles of such a system. It is essential for the
personnel involved in maintenance to be familiar with it for the
management of MEL’s deferred defect rectification.)

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(3) Application

(This paragraph should explain how the maintenance personnel identify

a MEL limitation to the crew. This should refer to the technical log
procedures)

(4) Acceptance by the crew (For commercial air transport)

(This paragraph should explain how the crew notifies his acceptance or
non-acceptance of the MEL deferment in the technical log)

(5) Management of the MEL time limits

(After a technical limitation is accepted by the crew, the defect must be

rectified within the time limit specified in the MEL. There should be a
system to ensure that the defect will actually be corrected before that
limit. This system could be the aircraft technical log for those [small]
operators that use it as a planning document, or a specific follow-up
system, in other cases, where control of the maintenance time limit is
ensured by another means such as data processed planning systems.)

(6) MEL Time Limitation Overrun

(The DCA may grant the owner/operator to overrun MEL time limitation
under specified conditions. Where applicable this paragraph should
describe the specific duties and responsibilities for controlling these
extensions.)

1.2 Aircraft maintenance programmes - development and amendment

a) General

(This introductory paragraph should remind that the purpose of a

maintenance programme is to provide maintenance planning instructions
necessary for the safe operation of the aircraft.)

b) Content

(This paragraph should explain what is [are] the format[s] of the

company’s aircraft maintenance programme[s]. Appendix I to AMC
M.A.302 (a) and M.B.301 (d) should be used as a guideline to develop
this paragraph.)

c) Development

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(1) Sources

(This paragraph should explain what are the sources [MRB, MPD,
Maintenance Manual, etc...] used for the development of an aircraft
maintenance programme.)

(2) Responsibilities

(This paragraph should explain who is responsible for the

development of an aircraft maintenance programme)

(3) Manual amendments

(This paragraph should demonstrate that there is a system for

ensuring the continuing validity of the aircraft maintenance
programme. Particularly, it should show how any relevant information
is used to update the aircraft maintenance programme. This should
include, as applicable, MRB report revisions, consequences of
modifications, manufacturers and DCA recommendations, in service
experience, and reliability reports.)

(4) Acceptance by the authority

(This paragraph should explain who is responsible for the submission

of the maintenance programme to the DCA and what the procedure
to follow is. This should in particular address the issue of the DCA
approval for variation to maintenance periods. This may include, if
agreed by the DCA the possibility for the approved organisation to
approve internally certain changes. The paragraph should then
specify what types of changes are concerned and what the approval
procedures are.)

1.3 Time and continuing airworthiness records, responsibilities, retention,

access

a) Hours and cycles recording

(The recording of flight hours and cycles is essential for the planning of
maintenance tasks. This paragraph should explain how the continuing
airworthiness management organisation has access to the current flight hours
and cycle information and how it is processed through the organisation.)

b) Records

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(This paragraph should give in detail the type of company documents that are
required to be recorded and what are the recording period requirements for
each of them. This can be provided by a table or series of tables that would
include the following:
- Family of document [if necessary],
- Name of document,
- Retention period,
- Responsible person for retention,
- Place of retention,)

c) Preservation of records

(This paragraph should set out the means provided to protect the records from
fire, floods, etc.. as well as the specific procedures in place to guarantee that
the records will not been altered during the retention period [especially for the
computer record].)

d) Transfer of continuing airworthiness records

(This paragraph should set out the procedure for the transfer of records, in
case of purchase/lease-in, sale/lease-out and transfer to another organisation
of an aircraft. In particular, it should specify which records have to be
transferred and who is responsible for the coordination [if necessary] of the
transfer.)

1.4 Accomplishment and control of Airworthiness Directives

(This paragraph should demonstrate that there is a comprehensive system for

the management of airworthiness directives. This paragraph may for instance
include the following Sub-paragraphs :)

a) Airworthiness directive information

(This paragraph should explain what the AD information sources are and who
receives them in the company. Where available, redundant sources [e.g.
foreign authorities, DCA and manufacturer or association] may be useful.)

b) Airworthiness directive decision

(This paragraph should explain how and by whom the AD information is

analysed and what kind of information is provided to the contracted
maintenance organisations in order to plan and to perform the airworthiness
directive. This should as necessary include a specific procedure for emergency
airworthiness directive management)

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c) Airworthiness directive control

(This paragraph should specify how the organisation manages to ensure that
all the applicable airworthiness directives are performed and that they are
performed on time. This should include a close loop system that allows
verifying that for each new or revised airworthiness directive and for each
aircraft:
- the AD is not applicable or,
- if the AD is applicable:
- the Airworthiness Directive is not yet performed but the time limit is not
overdue,
- the Airworthiness Directive is performed, and any repetitive inspection
are identified and performed.

This may be a continuous process or may be based on scheduled reviews.)

1.5 Analysis of the effectiveness of the maintenance programme

(This paragraph should show what tools are used in order to analyse the
efficiency of the maintenance programme, such as:
- PIREPS,
- air turn-backs
- spare consumption,
- repetitive technical occurrence and defect,
- technical delays analysis [through statistics if relevant],
- technical incidents analysis [through statistics if relevant],
- etc...

The paragraph should also indicate by whom and how these data are analysed,
what is the decision process to take action and what kind of action could be
taken. This may include:
- amendment of the maintenance programme,
- amendment of maintenance or operational procedures,
- etc...)

1.6 Non-mandatory modification embodiment policy

(This paragraph should specify how the non-mandatory modification information

are processed through the organisation, who is responsible for their assessment
against the operator’s/owner’s own need and operational experience, what are
the main criteria for decision and who takes the decision of implementing [or
not] a non-mandatory modification)

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1.7 Major repair modification standards

(This paragraph should set out a procedure for the assessment of the approval
status of any major modification before embodiment. This will include the
assessment of the need of a foreign authority or design organisation approval.
It should also identify the type of approval required, and the procedure to follow
to have a modification approved by the DCA or design organisation.)

1.8 Defect reports

a) Analysis

(This paragraph should explain how the defect reports provided by the
contracted maintenance organisations are processed by the continuing
airworthiness management organisation. Analysis should be conducted in order
to give elements to activities such as maintenance programme evolution and
non-mandatory modification policy.)

b) Liaison with manufacturers and regulatory authorities

(Where a defect report shows that such defect is likely to occur to other aircraft,
a liaison should be established with the manufacturer and the primary
certification authority, so that they may take all the necessary action.)

c) Deferred defect policy

(Defects such as cracks and structural defect are not addressed in the MEL and
CDL. However, it may be necessary in certain cases to defer the rectification of
a defect. This paragraph should establish the procedure to be followed in order
to be sure that the deferment of any defect will not lead to any safety concern.
This will include appropriate liaison with the manufacturer.)

1.9 Engineering activity

(Where applicable, this paragraph should expose the scope of the

organisation’s engineering activity in terms of approval of modification and
repairs. It should set out a procedure for developing and submitting a
modification/repair design for approval to the DCA and include reference to the
supporting documentation and forms used. It should identify the person in
charge of accepting the design before submission to the DCA.)

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1.10 Reliability programmes

(This paragraph should explain appropriately the management of a reliability

programme. It should at least address the following:
- extent and scope of the operator’s reliability programmes,
- specific organisational structure, duties and responsibilities,
- establishment of reliability data,
- analysis of the reliability data,
- corrective action system (maintenance programme amendment),
- scheduled reviews (reliability meetings, the participation of the DCA.)

(This paragraph may be, where necessary, subdivided as follows:)

a) Airframe
b) Propulsion
c) Component

1.11 Pre-flight inspections

(This paragraph should show how the scope and definition of pre-flight
inspections, which are usually performed by the operating crew, is kept
consistent with the scope of the maintenance performed by the contracted
maintenance organisations. It should show how the evolution of the pre-flight
inspection content and the maintenance programme are concurrent, each time
necessary.)

(The following paragraphs are self-explanatory. Although these activities are

normally not performed by continuing airworthiness personnel, these
paragraphs have been placed here in order to ensure that the related
procedures are consistent with the continuing airworthiness activity
procedures.)

a) Preparation of aircraft for flight

b) Sub-contracted ground handling function
c) Security of Cargo and Baggage loading
d) Control of refuelling, Quantity/Quality
e) Control of snow, ice, residues from de-icing or anti-icing operations,
dust and sand contamination to an approved standard

1.12 Aircraft weighing

(This paragraph should state in which occasion an aircraft has to be weighed

[for instance after a major modification because of weight and balance
operational requirements, etc.] who performs it, according to which procedure,
who calculates the new weight and balance and how the result is processed into

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the organisation.)

1.13 Check flight procedures

(The criteria for performing a check flight are normally included in the aircraft
maintenance programme.
This paragraph should explain how the check flight procedure is established in
order to meet its intended purpose [for instance after a heavy maintenance
check, after engine or flight control removal installation, etc...], and the release
procedures to authorise such a check flight.)

PART 2 QUALITY SYSTEM

2.1 Continuing airworthiness quality policy, plan and audits procedure

a) Continuing airworthiness quality policy

(This paragraph should include a formal Quality Policy statement; that is a

commitment on what the Quality System is intended to achieve. It should include
at the minimum monitoring compliance with MCAR-Part-M and any additional
standards specified by the organisation.)

b) Quality plan

(This paragraph should show how the quality plan is established. The quality
plan will consist of a quality audit and sampling schedule that should cover all
the areas specific to MCAR-Part-M in a definite period of time. However, the
scheduling process should also be dynamic and allow for special evaluations
when trends or concerns are identified. In case of sub-contracting, this
paragraph should also address the planning of the auditing of subcontractors at
the same frequency as the rest of the organisation.)

c) Quality audit procedure

(The quality audit is a key element of the quality system. Therefore, the quality
audit procedure should be sufficiently detailed to address all the steps of an
audit, from the preparation to the conclusion, show the audit report format [e.g.
by ref. to paragraph 5.1 “sample of document”], and explain the rules for the
distribution of audits reports in the organisation [e.g.: involvement of the Quality
Manager, Accountable Manager, Nominated Postholder, etc...].)

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d) Quality audit remedial action procedure

(This paragraph should explain what system is put in place in order to ensure
that the corrective actions are implemented on time and that the result of the
corrective action meets the intended purpose. For instance, where this system
consists in periodical corrective actions review, instructions should be given how
such reviews should be conducted and what should be evaluated.)

2.2 Monitoring of continuing airworthiness management activities

(This paragraph should set out a procedure to periodically review the activities
of the maintenance management personnel and how they fulfil their
responsibilities, as defined in Part 0.)

2.3 Monitoring of the effectiveness of the maintenance programme(s)

(This paragraph should set out a procedure to periodically review that the
effectiveness of the maintenance programme is actually analysed as defined in
Part 1.)

2.4 Monitoring that all maintenance is carried out by an appropriate

maintenance organisation

(This paragraph should set out a procedure to periodically review that the
approval of the contracted maintenance organisations are relevant for the
maintenance being performed on the operator’s fleet. This may include
feedback information from any contracted organisation on any actual or
contemplated amendment, in order to ensure that the maintenance system
remains valid and to anticipate any necessary change in the maintenance
agreements. If necessary, the procedure may be subdivided as follows:

a) Aircraft maintenance
b) Engines
c) Components)

2.5 Monitoring that all contracted maintenance is carried out in accordance

with the contract, including sub-contractors used by the maintenance
contractor

(This paragraph should set out a procedure to periodically review that the
continuing airworthiness management personnel are satisfied that all contracted
maintenance is carried out in accordance with the contract. This may include a
procedure to ensure that the system allows all the personnel involved in the
contract [including the contractors and his subcontractors] to be acquainted with

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its terms and that, for any contract amendment, relevant information is
dispatched in the organisation and at the contractor.)

2.6 Quality audit personnel

(This paragraph should establish the required training and qualification

standards of auditors. Where persons act as a part time auditor, it should be
emphasized that this person must not be directly involved in the activity he/she
audits.)

PART 3 CONTRACTED MAINTENANCE

3.1 Maintenance contractor selection procedure

(This paragraph should explain how a maintenance contractor is selected by the

continuing airworthiness management organisation. Selection should not be
limited to the verification that the contractor is appropriately approved for the
type of aircraft, but also that the contractor has the industrial capacity to
undertake the required maintenance. This selection procedure should
preferably include a contract review process in order to insure that:

- the contract is comprehensive and that no gap or unclear area remains,

- everyone involved in the contract [both at the continuing airworthiness
management organisation and at the maintenance contractor] agrees
with the terms of the contract and fully understand his responsibility.
- that functional responsibilities of all parties are clearly identified.
- is signed by the owner/lessee of the aircraft in the case of non-
commercial air transport.

In the case of non-commercial air transport, this activity should be carried in

agreement with the owner.)

3.2 Quality audit of aircraft

(This paragraph should set out the procedure when performing a quality audit
of an aircraft. It should set out the differences between an airworthiness review
and quality audit. This procedure may include:

- compliance with approved procedures;

- contracted maintenance is carried out in accordance with the contract;
- continued compliance with MCAR-Part-M.)

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PART 4 AIRWORTHINESS REVIEW PROCEDURES

4.1 Airworthiness review staff

(This paragraph should establish the working procedures for the assessment of
the airworthiness review staff. The assessment addresses experience,
qualification, training etc. A description should be given regarding the issuance
of authorisations for the airworthiness review staff and how records are kept and
maintained.)

4.2 Review of aircraft records

(This paragraph should describe in detail the aircraft records that are required
to be reviewed during the airworthiness review. The level of detail that needs to
be reviewed should be described and the number of records that need to be
reviewed during a sample check.)

4.3 Physical survey

(This paragraph should describe how the physical survey needs to be

performed. It should list the topics that need to be reviewed, the physical areas
of the aircraft to be inspected, which documents onboard the aircraft that need
to be reviewed etc.)

4.4 Additional procedures for recommendations to DCA for the import of

aircraft

(This paragraph should describe the additional tasks regarding the

recommendation for the issuance of a certificate of airworthiness in the case of
an import of an aircraft. This should include communications with the civil
aviation authority of the State of registry, additional items to be reviewed during
the airworthiness review of the aircraft, specification of maintenance required to
be carried out, etc.)

4.5 Recommendations to DCA for the issue of a certificate of airworthiness

(This paragraph should stipulate the communication procedures with the DCA
in case of a recommendation for the issuance of a certificate of airworthiness.
In addition the content of the recommendation should be described.)

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4.6 Issuance of airworthiness review certificates

(This paragraph should set out the procedures for the issuance of the ARC. It
should address record keeping, distribution of the ARC copies etc. This
procedure should ensure that only after an airworthiness review that has been
properly carried out, an ARC will be issued. )

4.7 Airworthiness review records, responsibilities, retention and access

(This paragraph should describe how records are kept, the periods of record
keeping, location where the records are being stored, access to the records and
responsibilities.)

PART 4B PERMIT TO FLY PROCEDURES

4B.1 Conformity with approved flight conditions

(The procedure should indicate how conformity with approved flight conditions
is established, documented and attested by an authorised person.)

4B.2 Recommendation to DCA for the issue of a permit to fly

(The procedure should describe the process to recommend the DCA to issue a
permit to fly and how compliance with MCAR-21A.711(a) is established before
signature of the permit to fly.)

4B.3 Permit to fly recommendation authorised signatories

(The person(s) authorised to recommend the issue of a permit to fly should be

identified (name, signature and scope of authority) in the procedure, or in an
appropriate document linked to the CAME.)

4B.4 Interface with the local authority for the flight

(The procedure should include provisions describing the communication with

the local authority for flight clearance and compliance with the local
requirements which are outside the scope of the conditions of MCAR-
21A.708(b))

4B.5 Permit to fly records, responsibilities, retention and access

(This paragraph should describe how records are kept, the periods of record
keeping, location where the records are being stored, access to the records and
responsibilities.)

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PART 5 APPENDICES

5.1 Sample documents

(A self-explanatory paragraph)

5.2 List of airworthiness review staff

(A self-explanatory paragraph)

5.3 List of sub-contractors as per AMC M.A.201 (h) 1

(A self-explanatory paragraph, in addition it should set out that the list should be
periodically reviewed)

5.4 List of approved maintenance organisations contracted

(A self-explanatory paragraph, in addition it should set out that the list should be
periodically reviewed)

5.5 Copy of contracts for sub-contracted work (appendix II to AMC M.A.201

(h))

(A self-explanatory paragraph)

5.6 Copy of contracts with approved maintenance organisations

(A self-explanatory paragraph)

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