10.6 Continuing Airworthiness

Module 10
Licence Category
A, B1, B2 and B3
Aviation Legislation
10.6 Continuing Airworthiness
For Training Purposes Only

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Module 10.6 Continuing Airworthiness 6-2

ST Aerospace Ltd For Training Purposes Only
© Copyright 2014
Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
ST Aerospace Ltd.
Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:
LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.
LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents
Module 10.6 Continuing Airworthiness __________________________________________ 9

Part-21 - Provisions Related to Airworthiness __________________________________ 9
Part-21 Subpart A - Airworthiness Directives ____________________________________ 9
Part-21 Subpart B - Manuals _______________________________________________ 13
Part-21 Subpart H – Certificates of Airworthiness _______________________________ 15
Part-21 Subpart M – Repairs _______________________________________________ 15
Part-M – Continued Airworthiness and Airworthiness Management _______________ 17
General _______________________________________________________________ 17
Where Part-M Fits Within Regulation (EC) No. 2042/2003 ________________________ 17
Part-M In Relation To Maintenance of Aircraft __________________________________ 18
Relationship between the CAMO, the Operator and the Maintenance organisation _____ 19
Relationship between the Part-21 Design and Production Organisations and the Operator
and the Part-M / Part-145 organisation _______________________________________ 19
Part-M Subpart B - Accountability ___________________________________________ 21
General _______________________________________________________________ 21
Pre-flight Servicing _______________________________________________________ 21
Contracting of CAMO Organisations by Aircraft Owners __________________________ 21
Responsibilities _________________________________________________________ 22
Occurrence Reporting ____________________________________________________ 24
Part-M Subpart C - Continuing Airworthiness _________________________________ 25
Continuing Airworthiness Tasks _____________________________________________ 25
The Maintenance Programme ______________________________________________ 27
Data for Modifications and Repairs __________________________________________ 28
Aircraft Continuing Airworthiness Record System _______________________________ 28
Operator's Technical Log System ___________________________________________ 29
Part-M Subpart D - Maintenance Standards ___________________________________ 31
Maintenance Data _______________________________________________________ 31
Performance of Maintenance _______________________________________________ 31
Independent Inspections __________________________________________________ 32
Aircraft Defects _________________________________________________________ 33
Part-M Subpart E - Components ____________________________________________ 35
Part-M Subpart F - Non-Commercial Air Transport Maintenance Organisations______ 36
Part-M Subpart G – The Continuous Airworthiness Maintenance Organisation (CAMO)
_______________________________________________________________________ 37
General _______________________________________________________________ 37
Commercial Air Transport (CAT) Operator and Subpart G ________________________ 38
CAMO Privileges ________________________________________________________ 39
CAMO Facilities _________________________________________________________ 39
CAMO Personnel Requirements ____________________________________________ 39
CAMO Duties ___________________________________________________________ 40
Part-M Subpart H - Certificate of Release to Service ____________________________ 41
Aircraft Certificate of Release to Service (CRS) ________________________________ 41

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Component Certificate of Release to Service __________________________________ 41
Pilot-Owner Maintenance __________________________________________________ 42
Part-M Subpart I - Aircraft Airworthiness Review and Airworthiness Review Certificate
_______________________________________________________________________ 43
General _______________________________________________________________ 43
Issue of the ARC ________________________________________________________ 44
Airworthiness Review Staff ________________________________________________ 45
The Controlled Environment _______________________________________________ 45
Initial issue of a Certificate of Airworthiness ____________________________________ 45
ARC Validity ____________________________________________________________ 45
Worksheet 10.6 __________________________________________________________ 47
Commission Regulation (EC) No. 748/2012 ___________________________________ 47
Subpart A ______________________________________________________________ 48
Subpart H______________________________________________________________ 48
Subpart M _____________________________________________________________ 49
Commission Regulation (EC) No. 2042/2003 __________________________________ 51
Subpart B ______________________________________________________________ 51
Subpart C______________________________________________________________ 53
Subpart D______________________________________________________________ 55
Subpart E ______________________________________________________________ 55
Subpart F ______________________________________________________________ 55
Subpart G _____________________________________________________________ 56
Subpart H______________________________________________________________ 58
Subpart I ______________________________________________________________ 58
Appendix IV ____________________________________________________________ 59
Appendix V ____________________________________________________________ 59
Appendix VIII ___________________________________________________________ 59

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Module 10.6 Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EC) No.2042/2003 Annex III
(Part-66) Appendix I, as amended by Regulation (EC) No.1149/2011, and the associated
Knowledge Levels as specified below:
Part-66 Licence Category
Objective
Reference A B1 B2 B3
Detailed understanding of Part 21 provisions related
10.6 2 2 2 2
to Airworthiness.
Detailed understanding of Part-M.

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Module 10.6 Continuing Airworthiness
References Regulation (EC) 2043/2003 Annex I (Part-M) and
and further its AMC/GM as amended by Regulation (EC) 1149/2011
reading material:
Regulation (EC) No.748/2012 Annex (Part-21)
Regulation (EC) No.748/2012 (including Part-21) can be found here:

http://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32012R0748&qid=1408363466143&from=EN
A consolidated version of Regulation (EC) 2043/2003 (including Part-M) as amended can be

found here:
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=CONSLEG:2003R2042:20120801:EN:PDF
You are strongly encouraged to study these documents in detail. The following is a summary of
the salient points only. On any Module 10 examination, you are likely to be examined on all
details of the Part-21 and Part-M including its AMC and GM.
Part-21 - Provisions Related to Airworthiness

Part-21 Subpart A - Airworthiness Directives
21.A.3B
An airworthiness directive (commonly abbreviated as „AD‟) is a notification to owners and

operators of certified aircraft that a known safety deficiency with a particular model of aircraft,
engine, avionics or other system exists and must be corrected.
If a certified aircraft has outstanding airworthiness directives that have not been complied with,
the aircraft is not considered airworthy. Thus, it is mandatory for an aircraft operator to comply
with an AD.
ADs usually result from service difficulty reporting by operators or from the results of aircraft
accident investigations. They are issued either by the national civil aviation authority of the
country of aircraft manufacture or of aircraft registration. When ADs are issued by the country of
registration they are almost always coordinated with the civil aviation authority of the country of
manufacture to ensure that conflicting ADs are not issued.
In detail, the purpose of an AD is to notify aircraft owners:
 that the aircraft may have an unsafe condition, or

 that the aircraft may not be in conformity with its basis of certification or of other
conditions that affect the aircraft's airworthiness, or
 that there are mandatory actions that must be carried out to ensure continued safe
operation, or
 that, in some urgent cases, the aircraft must not be flown until a corrective action plan is
designed and carried out.

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ADs are mandatory in most jurisdictions and often contain dates or aircraft flying hours by which
compliance must be completed.
ADs may be divided into two categories:[citation needed]
 Those of an emergency nature requiring immediate compliance prior to further flight, and
 Those of a less urgent nature requiring compliance within a specified period of time.
An EASA airworthiness directive which complies Part-21 is a document issued or adopted by

EASA which mandates actions to be performed on an aircraft to restore an acceptable level of
safety, when evidence shows that the safety level of this aircraft may otherwise be
compromised.
EASA issues an airworthiness directive when an unsafe condition has been determined by
EASA to exist in an aircraft, as a result of a deficiency in the aircraft, or an engine, propeller,
part or appliance installed on this aircraft; and that condition is likely to exist or develop in other
aircraft.
When an airworthiness directive is issued by EASA to correct the unsafe, or to require the
performance of an inspection, the holder of the type-certificate, restricted type-certificate,
supplemental type-certificate, major repair design approval, shall propose the appropriate
corrective action or required inspections, or both, and submit details of these proposals to the
EASA for approval.
Following the approval they will then make available to all known operators or owners of the
product, part or appliance and, on request, to any person required to comply with the
airworthiness directive, appropriate descriptive data and accomplishment instructions.
An airworthiness directive contains at least the following information:
 an identification of the
unsafe condition;
 an identification of the
affected aircraft;
 the action(s) required;
 the compliance time for the
required action(s);
 the date of entry into force.
More details relating to the
international recognition of
Airworthiness Directives can be
found in Section 10.7.

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A typical AD results from an incident occurring to an in-service aircraft anywhere in the
World. For example, the cracks found on the wing structure of a Quantas Airbus A380 in
Australia resulted in EASA issuing AD No. 2012-0013.
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Part-21 Subpart B - Manuals
21.A.57 and 21.A.61
The holder of a type-certificate produces, maintains and updates master copies of all manuals
required for the continued airworthiness of the product, and provides copies, on request, to
EASA.
These Manuals include the following:
 Aircraft maintenance manual

 Structure repair manual
 Component maintenance manual
 Engine manual
 Wiring diagram
The holder of the type-certificate supplies at least one set of manuals for continued
airworthiness, comprising descriptive data and accomplishment instructions, to each known
owner of one or more aircraft, engine or propeller upon its delivery or upon issue of the first
certificate of airworthiness for the affected aircraft, whichever occurs later and thereafter make
those instructions available on request to any other person required to comply with any of the
terms of those instructions.
The availability of some manual or portion of the instructions for continued airworthiness,
dealing with overhaul or other forms of heavy maintenance, may be delayed until after the
product has entered into service, but is available before any of the products reaches the
relevant age or flight-hours/cycles.
In addition, changes to the instructions for continued airworthiness are made available to all
known operators of the product and are made available on request to any person required to
comply with any of those instructions.
A programme showing how changes to the instructions for continued airworthiness are
distributed is submitted to EASA.

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Aircraft and Engine Manuals are no most likely supplied to maintenance organisation on
CD, to reduce storage space requirements and make updates and amendments easier

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Part-21 Subpart H – Certificates of Airworthiness
A Certificate of Airworthiness (C of A), or an airworthiness certificate, is issued for an aircraft by
the national aviation authority in the state in which the aircraft is registered. The airworthiness
certificate attests that the aircraft is airworthy insofar as the aircraft conforms to its type design.
Each airworthiness certificate is issued in one of a number of different categories. A certificate

of airworthiness is issued when the aircraft is registered in the name of the owner.
For EASA aircraft, the Certificate of Airworthiness is issued in accordance with the requirements
of Part-21 Subpart H.
Further details of the issue of the Certificate of Airworthiness can be found in Section 10.5.
Part-21 Subpart M – Repairs

A „repair‟ is defined as the elimination of damage and/or restoration to an airworthy condition
following initial release into service by the manufacturer of any product, part or appliance.
Elimination of damage by replacement of parts or appliances without the necessity for design
activity is considered as a maintenance task and therefore requires no approval under Part 21.
However, repairs that require design input are required to be designed by an approved Design
Organisation (approved in accordance with Part-21 Subpart J).
Classification of Repairs
A repair may be „major‟ or „minor‟. The classification is made in accordance with the criteria of
for a change in the type design.
A repair is classified „major‟ or „minor‟ either:
 by EASA; or
 by an appropriately approved design organisation under a procedure agreed with EASA.
A further classification of repair is that of „ Standard repair‟.
Standard repairs are repairs in relation to:
 aeroplanes of 5,700 kg Maximum Take-Off Mass (MTOM) or less;

 rotorcraft of 3,175 kg MTOM or less;
 sailplanes and powered sailplanes, balloons and airships as defined in ELA1 or ELA2.
and that follow design data included in certification specifications issued by EASA, containing
acceptable methods, techniques and practices for carrying out and identifying standard repairs,
including the associated instructions for continuing airworthiness; and that are not in conflict
with TC holder‟s data.
Standard repairs do not need to be originated or designed by an approved design organisation

but must be carried out by an approved maintenance organisation (either in accordance with
Part-M or Part-145 as applicable).
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Production of repair parts
Parts and appliances to be used for the repair are manufactured in accordance with production
data based upon all the necessary design data as provided by the repair design approval holder
under Part-21 Subpart F; or by an organisation appropriately approved in accordance with Part-
21 Subpart G; or by an appropriately approved maintenance organisation
Repair embodiment
The embodiment of a repair is made in accordance with Part-M or Part-145 as appropriate, or
by a production organisation appropriately approved in accordance with Part-21 Subpart G.
The design organisation provides to the organisation performing the repair all the necessary
installation instructions.

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Part-M – Continued Airworthiness and Airworthiness Management
General
Part-M concerns the airworthiness management of aircraft registered in an EU member state.
All applicable aircraft have been subject to its provisions since September 28 2008. Prior to this
date JAR-OPS Subpart M contained a lot of this detail. Where Part-M differs is that it now also
contains regulations for independent Continuing Aircraft Management Organisations
(CAMO) and introduces the concept of the non-expiring Certificate of Airworthiness and the
Airworthiness Review Certificate (ARC).
EU-OPS (the replacement for JAR-OPS) now contains a much reduced Subpart M. All previous
contents of EU-OPS Subpart M has been transferred to Part-M.
Where Part-M Fits Within Regulation (EC) No. 2042/2003

Part-M concerns the „management‟ of aircraft maintenance, referred to as „continuing
airworthiness. The diagram below shows the components of aircraft maintenance management
that are regulated under Part-M.
Pre-Flight Airworthiness
Inspections Directives Defect
Rectification
Technical
Records
MEL / CDL
Maintenance
Programme
Reliability
Monitoring
Maintenance
Check Flights
Modifications
and Repairs
Lifing Parts
Control Technical
Log control
The objectives of Part-M – Continuing Airworthiness

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Part-M In Relation To Maintenance of Aircraft
Part-M is Annex l to EASA Regulation (EC) No.2042/2003. It regulates the matters required for
aircraft to remain continuously airworthy. In particular it manages maintenance with special
regard to contracts and work orders for maintenance carried out by Part-145 organisations.
Operator
Contract or Maintenance
CAMO (Part-M Work Order Organisation
Sub Part G)
Applicable
Design and
maintenance
Manufacture
and design data
organisation
Part-M in Relation to Maintenance of Aircraft
From the above it can be seen that the Part-M Subpart G Continuing Airworthiness
Management Organisation (CAMO) is the interface between the owner and any Part-145
organisation that it may contract maintenance to. In the event that the Part-145 organisation is
internal then a service level agreement must be included within the Part-M Exposition. In the
case of one-off tasks (e.g. to recover an aircraft) individual work orders can be used.

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Relationship between the CAMO, the Operator and the Maintenance
organisation
The relationships between CAMO, Operator and the Part-145 organisations are almost limitless,
but the following should be noted.
 In the event of an operator seeking an EU-OPS approval he must simultaneously submit

a Part-M exposition. CAT operators cannot have EU-OPS without Part-M.
 The CAT operator must have his own CAMO.
 Private owners of large aircraft (> 5700Kg MTOW) can contract a CAMO to act on their
behalf. The CAMO will be approved under Part-M Subpart G.
 All CAT aircraft, Twin Engine Helicopters and Large Aircraft must be managed by a
CAMO approved in accordance with Part-M Subpart G.
 Light Non CAT aircraft must be managed for airworthiness in accordance with Part-M
Subpart C this can be carried out by the Owner, A licensed engineer or a CAMO.
 The owner or operator of an aircraft is responsible for its airworthiness, but it is

acceptable for contracts to be raised to show that the licensed engineer (for light aircraft)
or the CAMO is assuming responsibility for airworthiness.
Relationship between the Part-21 Design and Production Organisations and

the Operator and the Part-M / Part-145 organisation
Part-21 requires that DOAs and POAs design and build in accordance with the certification
standards within Part-21 (Certification Specifications). In addition they are also required to
provide sufficient information and support to the operator to ensure continued airworthiness

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Rheinland Air Service GmbH is a
qualified maintenance organisation.
Design Organisation approval
under Part-21 Subpart J is just one
of their many EASA approvals

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Part-M Subpart B - Accountability
M.A.201 and AMC
General
The owner/lessee is responsible for the continuing airworthiness of an aircraft and shall ensure
that no flight takes place unless:
 The aircraft is in an airworthy condition

 Operational and emergency equipment installed and serviceable
 The airworthiness certificate remains valid
 Maintenance performed in accordance with maintenance programme
When the aircraft is leased the responsibility of the owner is transferred to the lessee if:
 the lessee is stipulated on the registration document;
or;
 detailed in the leasing contract
For simplicity in these training notes we shall refer to the operator, who may be the owner or the
lessee, except when extra clarity is required.
Any person or organisation performing maintenance is responsible for the tasks performed.
Pre-flight Servicing
The pilot-in-command or, in the case of commercial air transport, the operator is 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.
Contracting of CAMO Organisations by Aircraft Owners

In order to satisfy his responsibilities the owner of an aircraft may contract the tasks associated
with continuing airworthiness to an approved CAMO as specified in M.A. Subpart G In this
case, the continuing airworthiness management organisation, assumes responsibility for the
proper accomplishment of these tasks.
In the case of large aircraft, in order to satisfy these responsibilities, the owner of an aircraft
shall ensure that the tasks associated with continuing airworthiness are performed by a CAMO.
A written contract is made in accordance with Appendix I to Part-M. In this case, the continuing
airworthiness management organisation assumes responsibility for the proper accomplishment
of these tasks.

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Responsibilities
Reference to aircraft includes the components fitted to or intended to be fitted to the aircraft
The performance of ground de-icing and anti-icing activities does not require a Part-145
approval.
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.
An operator should therefore have adequate knowledge of the design status (type specification,
customer options, airworthiness directives (AD), modifications, operational equipment) and
required and performed maintenance. Status of aircraft design and maintenance should be
adequately documented to support the performance of the quality system.
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.
The requirement does not mean that an operator himself performs the maintenance (this is to
be done by a maintenance organisation approved to 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.
When an operator is not appropriately approved in accordance with Part-145, the operator
should provide a clear work order to the maintenance contractor. The fact that an operator has
contracted a maintenance organisation approved under Part-145 should not prevent it from
checking at the maintenance facilities on any aspect of the contracted work if he wishes to do
so to satisfy his responsibility for the airworthiness of the aircraft.
An operator only needs to be approved for the management of the continuing airworthiness of
the aircraft listed on its Air Operators Certificate (AOC). The approval to carry out airworthiness
reviews is optional.
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 Part-M Subpart G approval. The regulatory monitoring is
exercised through the operator‟s Part-M Subpart G. approval. The contracts should be
acceptable to the competent authority.
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.
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

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integral part of the operator's continuing airworthiness management system, irrespective of any
other approval held by the subcontractor including a Part-M Subpart G approval.
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 Part-M Subpart G.
The operator's management of such activities should therefore be accomplished
 by active control through direct involvement and/or

 by endorsing the recommendations made by the sub-contracted organisation.
In order to retain ultimate responsibility, the operator should limit sub-contracted tasks to the
activities specified below:
 airworthiness directive analysis and planning

 service bulletin analysis
 planning of maintenance
 reliability monitoring, engine health monitoring
 maintenance programme development and amendments
 any other activities which do not limit the operators responsibilities as agreed by
 the competent authority.
The operator's management controls associated with sub-contracted continuing airworthiness

management tasks should be reflected in the associated written contract and be in accordance
with the operator's policy and procedures defined in his continuing airworthiness management
exposition. When such tasks are sub-contracted the operator's continuing airworthiness
management system is considered to be extended to the subcontracted organisation.
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. Where arrangements are
made with more than one organisation the operator should demonstrate adequate co-ordination
controls are in place and that the individual responsibilities are clearly defined in related
contracts.
Contracts should not authorise the sub-contracted organisation to sub-contract together

organisational elements of the continuing airworthiness management tasks.
The operator should ensure that any findings arising from the competent authority monitoring of
the sub-contracted continuing airworthiness management tasks will be closed to the satisfaction
of the competent authority. This provision should be included in the contract.
The sub-contracted organisation should agree to notify the respective operators of any changes
affecting the contracts as soon as practical. The operator should then inform its competent
authority. Failure to do so may invalidate the competent authority acceptance of the contract.

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Occurrence Reporting
M.A.202
Occurrence reporting for Part-M requirements are exactly the same as those for Part-145. They
are repeated below:
 Any person or organisation responsible shall report to the State of registry, the
organisation responsible for the type design or supplemental type design and, if
applicable, the Member State of operator, any identified condition of an aircraft or
component that hazards seriously the flight safety.
 Reports are made in a manner established by EASA and contain all pertinent information
about the condition known to the person or organisation.
 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.
 Reports are 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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Part-M Subpart C - Continuing Airworthiness
M.A.301
Later in this section you will see how management of airworthiness is achieved in different ways
for large and small organisations, to suit their business. In any case they must always carry out
certain airworthiness tasks. Part-M lists those tasks.
Continuing Airworthiness Tasks

The aircraft continuing airworthiness and the serviceability of both operational and emergency
equipment are ensured by:
 the accomplishment of pre-flight inspections
 the rectification to an officially recognised standard of any defect and damage affecting
safe operation taking into account, for all large aircraft or aircraft used for commercial air
transport, the Minimum Equipment List (MEL) and Configuration Deviation List (CDL) if
applicable to the aircraft type;
 the accomplishment of all maintenance, in accordance with the approved aircraft

maintenance programme;
 for all large aircraft or aircraft used for commercial air transport the analysis of the
effectiveness of the approved maintenance programme, with regard to spares,
established defects, malfunctions and damage, and to amend the programme as
necessary.
1. the accomplishment of any applicable:
o Airworthiness Directive (AD).

o Operational directive with a continuing airworthiness impact, i.e. ETOPS ; RVSM;
AWOPS
o Continued airworthiness requirement established by EASA, e.g. CDCCL
requirements.
o Measures mandated by the competent authority in immediate reaction to a safety
problem;
2. the accomplishment of mandatory modifications and repairs as required;
3. for non-mandatory modifications and/or inspections, for all large aircraft or aircraft used
for commercial air transport the establishment of an embodiment policy;
4. maintenance check flights when necessary.

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Consumable fluids,
gases etc. uplifted prior A walk-around
to the flight are of the inspection of the
correct specification, aircraft and its
free from contamination emergency
An inspection of the and correctly recorder. equipment for
aircraft continuing condition, including
airworthiness record in particular, any
system or the operator‟s obvious signs of
Technical Log as wear, damage or
applicable to ensure that leakage.
the intended flight is not
adversely affected by
any outstanding deferred
defects and no required
maintenance action
shown in the
Maintenance Statement Control surface
is overdue or will and landing gear
become due during the locks, pitot/static
flight. covers, restraint
devices and
engine/aperture
blanks have been
The aircraft‟s removed.
Doors are securely external surfaces
fastened. and engines are
free from ice,
snow, sand, dust
etc.
The pre-flight inspection
Pre-flight is a Part-M function. It may be carried out by the flight crew or persons nominated by
the CAMO. Training procedures for performing pre-flight inspection should be described in the
operators Continuing Airworthiness Management Exposition (CAME).

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The Maintenance Programme
M.A.302 and AMC
Every aircraft is maintained in accordance with a maintenance programme approved by the

competent authority, which is periodically reviewed and amended accordingly.
The maintenance programme and any subsequent amendments are approved by the
competent authority.
Notwithstanding this previous sentence, when the aircraft continuing airworthiness is managed
by a CAMO approved under Part-M Subpart G the maintenance programme and its
amendments may be approved through a maintenance programme procedure established by
such organisation (hereinafter called indirect approval).
The maintenance programme must establish compliance with:
 instructions for continuing airworthiness issued by type certificate and supplementary

type certificate holders and any other organisation that publishes such data in
accordance with Part-21, or
 instructions issued by the competent authority, if they differ from paragraph 1 or in the
absence of specific recommendations, or
 instructions defined by the owner or the operator and approved by the competent
authority if they differ from paragraphs 1 and 2.
The maintenance programme shall contain details, including frequency, of all maintenance to be
carried out, including any specific tasks linked to specific operations. The programme must
include a reliability programme when the maintenance programme is based on Maintenance
Steering Group logic, or on Condition Monitoring.
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.
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.
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 Part-21 should be incorporated into the owner or
operator‟s maintenance programme as soon as possible.

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The aircraft maintenance programme should contain a preface which will define the
maintenance programme contents, the inspection standards to be applied, permitted variations
to task frequencies and where applicable, any procedure to manage the
evolution of established check or inspection intervals. Appendix 1 to AMC M.A.302 provides
detailed information on the contents of an approved aircraft maintenance programme.
The approved aircraft maintenance programme should reflect applicable mandatory regulatory
requirements addressed in documents issued by the TC holder to comply with Part-21.A.61.
Repetitive maintenance tasks derived from modifications and repairs should be incorporated
into the approved maintenance programme.
An owner or operator‟s maintenance programme should normally be based upon the

maintenance review board (MRB) report where applicable, the maintenance planning
document, 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.
Data for Modifications and Repairs

M.A.304
Damage is assessed and modifications and repairs carried out using data approved by EASA or
by an approved Part-21 design organisation, as appropriate.
Aircraft Continuing Airworthiness Record System

M.A.305
At the completion of any maintenance, the associated certificate of release to service is entered
in the aircraft continuing airworthiness records. Each entry is made as soon as practicable but in
no event more than 30 days after the day of maintenance action.
The aircraft continuing airworthiness records shall consist of, as appropriate, an aircraft
logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log cards, for
any service life limited component and the operator's technical log.
The aircraft type and registration mark, the date, together with total flight time and/or flight
cycles and/or landings, as appropriate, is entered in the aircraft logbooks.
The aircraft continuing airworthiness records shall contain the current:
 Status of airworthiness directives and measures mandated by the competent authority

in immediate reaction to a safety problem;
 Status of modifications and repairs;
 Status of compliance with maintenance programme;
 Status of service life limited components;
 Mass and balance report;
 List of deferred maintenance.

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In addition to the authorised release document, EASA Form-1 or equivalent, the following
information relevant to any component installed is entered in the appropriate engine or propeller
logbook, engine module or service life limited component log card:
 Identification of the component.
 The type, serial number and registration of the aircraft to which the particular
component has been fitted, along with the reference to the installation and removal of
the component.
 The particular component accumulated total flight time and/or flight cycles and/or
landings and/or calendar time, as appropriate.
 The current paragraph (d) information applicable to the component.
An owner or operator shall ensure that a system has been established to keep the following
records for the periods specified:
 All detailed maintenance records in respect of the aircraft and any life-limited
component fitted thereto, at least 24-months after the aircraft or component was
permanently withdrawn from service.
 The total time and flight cycles as appropriate, of the aircraft and all life-limited
components, at least 12-months after the aircraft or component has been permanently
withdrawn from service, and;
 The time and flight cycles 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.
 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
 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; 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.
Operator's Technical Log System

M.A.306
In the case of commercial air transport, an operator shall use an aircraft technical log system
containing the following information for each aircraft:
 information about each flight, necessary to ensure continued flight safety, and;
 the current aircraft certificate of release to service, and;
 the current maintenance statement giving the aircraft maintenance status of what
scheduled and out of phase maintenance is next due except that the competent
authority may agree to the maintenance statement being kept elsewhere, and;
 all outstanding deferred defects rectifications that affect the operation of the aircraft,
and;
 any necessary guidance instructions on maintenance support arrangements.

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The aircraft technical log system and any subsequent amendment is approved by the
competent authority.
An operator shall ensure that the aircraft technical log is retained for 36 months after the date of
the last entry.
For commercial air transport the operator‟s aircraft technical log is a system for recording
defects and malfunctions during the aircraft operation and for recording details of all
maintenance carried out on an aircraft between scheduled base maintenance visits. In addition,
it is used for recording flight safety and maintenance information the operating crew need to
know.
Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the
safety of its occupants are regarded as forming part of the aircraft log book where recorded by
another means.
The operator‟s aircraft technical log system may range from a simple single section document to
a complex system containing many sections but in all cases it should include the information
specified in Part-M.
An example page from an aircraft Technical Log Sector Record Page. For each sector
flown, it records details of the flight, including uplifts (fuel etc.), any ground de/anti-icing
carried out, and details of any defects and their subsequent rectification r deferral of
rectification in accordance with the MEL.

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Part-M Subpart D - Maintenance Standards
This subpart identifies maintenance standards for all EASA aircraft. Be aware that the CAMO
for a particular aircraft is not carrying out the maintenance, but ensuring that those contracted
Part-145 organisations are complying with the necessary standards (as summarised herewith).
For those studying Part-145, you will notice that there is some duplication, but that is inevitable
as to comply with Subpart D those same standards must be incorporated within any Part-145
organisation also.
Maintenance Data
M.A.401
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.
For the purposes of Part-M, applicable maintenance data is:
 any applicable requirement, procedure, standard or information issued by the competent

authority,
 any applicable airworthiness directive,
 applicable instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate
 holders and any other organisation that publishes such data in accordance with Part-21.
 any applicable data issued in accordance with Part-145 - locally approved instructions
that improve the method of doing the task (other than design changes).
Applicable maintenance data must be current and readily available for use, before maintaining
an aircraft or component. A worksheet or work-card system required. The data must be either
accurately transcribed onto the worksheets or they should make precise reference to the tasks
in the maintenance data.
Performance of Maintenance
M.A.402
All maintenance is performed by qualified personnel, following the methods, techniques,

standards and instructions specified in Part-M. Furthermore, an independent inspection is
carried out after any flight safety sensitive maintenance task unless otherwise specified
by Part-145 or agreed by the competent authority.
All maintenance is performed using the tools, equipment and material specified in Part-M unless
otherwise specified by Part-145. Where necessary, tools and equipment are controlled and
calibrated to an officially recognised standard.
The area in which maintenance is carried out is well organised and clean in respect of dirt and
contamination.
All maintenance is performed within any environmental limitations specified in Part-M.

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In case of inclement weather or lengthy maintenance, proper facilities are used.
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.
Independent Inspections
An independent inspection is an inspection first made by an authorised person signing the
maintenance release who assumes full responsibility for the satisfactory completion of the work,
before being subsequently inspected by a second independent competent person who attests to
the satisfactory completion of the work recorded and that no deficiencies have been found.
The manufactures instructions for continued airworthiness should be followed when determining
the need for an independent inspection.
In the absence of maintenance and inspection standards published by the organisation

responsible for the type design, maintenance tasks that involve the assembly or any
disturbance of a control system that, if errors occurred, could result in a failure, malfunction, or
defect endangering the safe operation of the aircraft should be considered as flight safety
sensitive maintenance tasks needing an independent inspection.
A control system is an aircraft system by which the flight path, attitude, or propulsive force of the
aircraft is changed, including the flight, engine and propeller controls, the related system
controls and the associated operating mechanisms.
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.
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.
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.
When work is being undertaken by certifying staff who are independent of the Part-M
organisation, 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.

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In summary the following maintenance tasks should primarily be considered when inspecting
aircraft control systems that have been disturbed:
 installation, rigging and adjustment of flight controls.

 installation of aircraft engines, propellers and rotors.
 overhaul, calibration or rigging of components such as engines, propellers, transmissions
and gearboxes.
Consideration should also be given to:
 previous experience of maintenance errors, depending on the consequences of the

failure.
 information arising from an „occurrence reporting system‟
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 the
interactions should be checked through the full range of the applicable controls.
Aircraft Defects
M.A.403
Any aircraft defect that hazards seriously the flight safety is rectified before further flight.
Only the authorised certifying staff, according to Part-M or Part-145 can decide whether an
aircraft defect hazards seriously the flight safety and therefore decide when and which
rectification action is taken before further flight and which defect rectification can be deferred.
However, this does not apply when:
 The approved minimum equipment list as mandated by the competent authority is used
by the pilot; or,
 Aircraft defects are defined as being acceptable by the competent authority.
Any aircraft defect that would not hazard seriously the flight safety is rectified as soon as
practicable, after the date the aircraft defect was first identified and within any limits specified in
the maintenance data. Any defect not rectified before flight is recorded in the aircraft
maintenance record system or operator's technical log system as applicable.
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Control cable adjustment

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Part-M Subpart E - Components
This Subpart identifies component standards for all EASA aircraft.
The main headings within Subpart E are
M.A.501 – Installation
M.A.502 – Component maintenance
M.A.503 – Service life limited components
M.A.504 – Control of unserviceable
components

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Part-M Subpart F - Non-Commercial Air Transport Maintenance
Organisations
This Subpart of Part-M establishes the requirements to be met by an organisation to qualify for
the issue or continuation of an approval for the maintenance of aircraft and components not
listed in M.A.201 (f) and (g) (i.e. maintenance of large aircraft, aircraft used for commercial air
transport and components thereof must be carried out by a Part-145 approved organisation).
This Subpart identifies the requirements to be met by an organisation to qualify for the approval
to certify the maintenance of small aircraft not used for commercial air transport.
The requirements mirror those contained in Part-145, however they have been adjusted to
reflect the complexity of the equipment and scale of the operations supported.
See “Section 10.3 – Approved Maintenance Organisations”, for further details of the
requirements for organisations approved in accordance with Part-M Subpart F.

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Part-M Subpart G – The Continuous Airworthiness Maintenance
Organisation (CAMO)
General
Subpart G contains the requirements for an organisation to qualify for an approval for the
management of aircraft continuing airworthiness.
Example of a Part-M Subpart G

CAMO approval Certificate.
This one is issued by the
UK CAA to Gamit Limited – an
aircraft maintenance management
company based in the UK.
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Commercial Air Transport (CAT) Operator and Subpart G
An Air Operators Certificate (AOC) holder must also be an approved CAMO; it cannot be
contracted in its entirety to an independent organisation (although certain tasks can be
contracted to the CAMO).
An operator must have an AOC. To obtain an AOC the operator‟s application must contain:
 The Continuing Airworthiness Management Exposition (CAME);

 The operator‟s aircraft maintenance programmes;
 The aircraft technical log;
 Maintenance contracts.
The CAME referred to above has the same contents as the CAME content shown below for an
independent CAMO.
Independent CAMO
The application is made on EASA form 2 and shall consist of an Exposition (CAME) containing
the following:
 a statement signed by the accountable manager to confirm that the organisation will work
in accordance with Part-M and the exposition at all times, and;
 the organisation's scope of work, and;
 the title(s) and name(s) of person(s) referred to in Part-M, and;
 an organisation chart showing associated chains of responsibility between the person(s)
referred to in Part-M, and;
 a list of airworthiness review staff, and;
 a general description and location of the facilities, and;
 procedures specifying how the continuing airworthiness management organisation
ensures compliance with Part-M, and;
 The continuing airworthiness management exposition amendment procedures.
The continuing
airworthiness management
exposition and its
amendments are approved
by the competent authority.
Minor amendments to the
exposition may be
approved through an
exposition procedure
(hereinafter called indirect
approval).

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CAMO Privileges
M.A.711
A CAMO may:
 Manage the continuing airworthiness of non-commercial air transport aircraft as listed on

the approval certificate.
 Manage the continuing airworthiness of commercial air transport aircraft when listed on
its AOC.
 Arrange to have any task of continuing airworthiness carried out with another
organisation that is working under its quality system. (i.e. subcontract arrangement)
In order to retain ultimate responsibility the operator should limit sub-contracted tasks to the
activities specified below:
 airworthiness directive analysis and planning

 service bulletin analysis
 planning of maintenance
 reliability monitoring, engine health monitoring
 maintenance programme development and amendments
 any other activities which do not limit the operators responsibilities as agreed by the
competent authority
A CAMO (registered in and EASA member state), may additionally:
 issue an airworthiness review certificate (ARC), or;

 Make a recommendation for the airworthiness review to a Member State of Registry
Competent Authority.
There is no obligation on a CAMO to take on this extra task.
CAMO Facilities
M.A.705
Suitable office accommodation at appropriate locations must be provided for the CAMO staff.
CAMO Personnel Requirements

M.A.706
Accountable Manager – For CAT, this is the Operator‟s Accountable Manager
For CAT, the Accountable Manager shall designate a nominated post holder responsible for the
management and supervision of continuing airworthiness activities.
The nominated post-holder shall not be employed by a contracted Part-145 organisation

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CAMO Management Group
Nominated person or group of persons should have practical experience and expertise in the
application of aviation safety standards and safe operating practices and comprehensive
knowledge of:
 relevant parts of operational requirements and procedures

 the AOC holder's Operations Specifications when applicable
 the relevant parts of the AOC holder's Operations Manual when applicable
 Knowledge of quality systems
 five years relevant work experience of which at least two years should be from the
aeronautical industry in an appropriate position
CAMO Duties
M.A.708
The organisation shall for each aircraft managed: need to apply Sub-part D maintenance
standards and ensure the following Subpart C tasks are carried out:
 Develop and control an approved maintenance programme and gain approval from the
competent authority
 Manage approval of modifications and repairs
 Ensure all maintenance is carried our per the approved maintenance programme and a
CRS is issued for all work carried out
 Ensure all ADs are complied with
 Ensure all defects are rectified
 Ensure aircraft is taken to a Part-145 organisation whenever necessary
 Co-ordinate all scheduled maintenance and ADs to ensure the work is carried out
properly (standards monitoring)
 Manage and archive records
 Ensure accuracy of the mass and balance statement
Subpart D standards are enforced through continuous monitoring of contracted Part-145

organisations.
Where an Operator is not appropriately approved to Part-45, the Operator shall have a written
maintenance contract with the Part-145 organisation(s).
All maintenance is ultimately completed by a Part-145 approved organisation.
All contracts are specified in the CAME and thus approved by the Competent Authority
Unscheduled line maintenance and component maintenance may be controlled by individual
work orders.

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Part-M Subpart H - Certificate of Release to Service
This section details the requirements for release to service for those small aircraft serviced
either by a Subpart F organisation a licensed engineer or the pilot owner.
Aircraft Certificate of Release to Service (CRS)

M.A.801
Except for aircraft released to service by a Part-145 organisation, the certificate of release to
service is issued according to this Subpart.
A certificate of release to service is issued before flight at the completion of any maintenance.
When satisfied that all maintenance required has been properly carried out, a certificate of
release to service is issued:
 By appropriate certifying staff on behalf of the Part-M Subpart F approved

maintenance organisation; or
 Except for complex maintenance tasks listed in Appendix VII, by certifying staff in
compliance with the requirements of Part-66; or
 By the pilot-owner.
The certifying staff may be assisted in the execution of the maintenance tasks by one or more
persons under his direct and continuous control.
A certificate of release to service shall contain basic details of the maintenance carried out, the
date such maintenance was completed and:
 the identity including approval reference of the Subpart F approved maintenance

organisation and certifying staff issuing such a certificate; or
 the identity and if applicable licence number of the certifying staff must be annotated
on the CRS.
In the case of incomplete maintenance, such fact is entered in the aircraft certificate of release
to service before the issue of such certificate.
A certificate of release to service shall not be issued in the case of any known non-compliance
which hazards seriously the flight safety.
Component Certificate of Release to Service

M.A.802
A certificate of release to service is issued at the completion of any maintenance on an aircraft

component whilst off the aircraft.
The authorised release certificate identified as EASA Form-1 for the Member States constitutes
the aircraft component certificate of release to service.

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Pilot-Owner Maintenance
M.A.803
The pilot-owner is the person who owns or jointly owns the aircraft being maintained and holds
a valid pilot licence with the appropriate type or class rating.
For any privately operated aircraft of simple design with a maximum take-off mass (MTOM) of
less than 2730 kg, glider and balloon, the pilot-owner may issue the certificate of release to
service after limited pilot owner maintenance listed in Appendix VIII to Part-M.
Limited pilot owner maintenance is defined in the aircraft maintenance programme.
The certificate of release to service must be entered in the logbooks and contain basic details of
the maintenance carried out, the date such maintenance was completed and the identity and
pilot licence number of the pilot-owner issuing such a certificate.

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Part-M Subpart I - Aircraft Airworthiness Review and Airworthiness
Review Certificate
M.A.901
General
For an aircraft‟s Certificate of Airworthiness (C of A) to be valid a current Airworthiness Review
Certificate (ARC) must be attached.
To satisfy the requirement for an

airworthiness review of an aircraft,
a full documented review of the
aircraft records is carried out by
the approved continuing
airworthiness management
organisation in order to be
satisfied that:
 airframe, engine and

propeller flying hours and
associated flight cycles
have been properly
recorded, and;
 the flight manual is applicable to the aircraft configuration and reflects the latest revision
status, and;
 all the maintenance due on the aircraft according to the approved maintenance
programme has been carried out, and;
 all known defects have been corrected or, when applicable, carried forward in a
controlled manner, and;
 all applicable airworthiness directives have been applied and properly registered, and;
 all modifications and repairs applied to the aircraft have been registered and are
approved according to Part-21,and;
 all service life limited components installed on the aircraft are properly identified,
registered and have not exceeded their approved service life limit, and;
 all maintenance has been released in accordance with Part-M, and;
 the current mass and balance statement reflects the configuration of the aircraft and is
valid, and;
 the aircraft complies with the latest revision of its type design approved by EASA.
The approved continuing airworthiness management organisation's airworthiness review staff

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

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Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:
 all required markings and placards are properly installed, and;

 the aircraft complies with its approved flight manual, and;
 the aircraft configuration complies with the approved documentation, and;
 no evident defect can be found that has not been addressed, and;
 no inconsistencies can be found between the aircraft and the documented review of
records.
The airworthiness review can be anticipated by a maximum period of 90 days without loss of
continuity of the airworthiness review pattern, to allow the physical review to take place during
maintenance.
Issue of the ARC

If approved to do so, the CAMO may issue an ARC, or make recommendation of an ARC to the
competent authority. upon completion of the review. Providing the aircraft remains under the
continuous control of a CAMO the ARC may be renewed twice at intervals of 1 year without a
further physical survey, however the paperwork review must take place at each renewal.
If aircraft maintained in
a controlled
environment, the
CAMO issues an ARC
(on Form 15b)
2010 2011 and may extend the
2009 2012 validity twice (for ARCs
it originally issued)
If aircraft NOT
maintained in a
controlled environment,
the CAMO issues a
recommendation to the
Competent Authority
for issue of the ARC
2009 2010 2011 2012 (on Form 15a)
annually.
ARC Issue and Extension

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Airworthiness Review Staff
M.A.707
The organisation shall have appropriate airworthiness review staff to issue airworthiness review
certificates (ARC) or recommendations. They will be qualified as follows:
 formally accepted by the competent authority prior to authorisation issue. (on EASA
Form-4).
 5-years continuing airworthiness experience.
appropriate Part-66 license or aeronautical degree or equivalent in addition to formal
aeronautical engineering training.
 a position within the approved organisation with appropriate responsibilities.
 named in the CAME.
The airworthiness review staff must be independent from the airworthiness management
process.
The Controlled Environment

Definition of a “controlled environment” is a s follows:
 continuously managed by a CAMO

 has not changed during the previous 12-months,
 maintenance is carried out by an approved organisation
This includes maintenance carried out by the pilot-owner and release to service by the pilot-
owner or independent licensed engineer where permitted by Part-M.
Where the controlled environment cannot be maintained or if the CAMO does not hold the
privilege to issue an ARC, another CAMO which holds the privilege needs to be contracted.
The ARC would then be issued by the authority following a satisfactory assessment
based on a recommendation from this contracted CAMO.
Initial issue of a Certificate of Airworthiness

Initial issue of a C of A upon registration in an EASA Member State requires an airworthiness
review to be carried out by a CAMO and then recommending that the ARC and Certificate of
Airworthiness be issued. Issue of these documents is carried out by the competent authority.
ARC Validity
The ARC is invalidated when:
 it is suspended or revoked
 the Certificate of Airworthiness is suspended or revoked
 the aircraft is not on the register of an EASA member state or
 the Type Certificate (TC) is suspended or revoked
Note that the Certificate of Airworthiness is valid indefinitely providing a valid ARC is attached to
it.
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Worksheet 10.6
Use the following worksheet to revise your knowledge. Use the original documents of Part-21
and Part-M.
Commission Regulation (EC) No. 748/2012

1. In what Journal is the Commission Regulation (EC) No. 748/2012 published in?
2. List the three types of Certificates for which Regulation 748/2012 provides the common
technical requirements (according to the Scope and definitions).
3. What are Article 8 and Article 9 of Regulation 748/2012 concerned with, respectively?
Article 8 –
Article 9 –
4. The only Annex (Annex I) to Regulation 748/2012 is better known as what?
5. What is the full descriptive title of the Annex to Regulation 748/2012?
6. Who is the competent authority for an organisation having their principle place of
business in a non-member state of EASA?
7. What is Section B of Part-21?

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Subpart A
21.A.3B
8. Which two organisations can issue an Airworthiness Directive?
9. When is an Airworthiness Directive issued?
21.A.57
10. Who is responsible for producing and maintaining manuals required for the continuing
airworthiness of aircraft and products?
Subpart H
21.A.173
11. List the two Classifications of Airworthiness Certificates:
21.A.179
12. When an aircraft is transferred and re-registered in another EASA member state, what
happens to the Airworthiness Certificate?

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21A.181
13. What are the 4 conditions for an Airworthiness Certificate to remain valid for an unlimited
duration?
Subpart M
21.A.431
14. What is the definition of a „Repair‟?
21.A.432B
15. How does an applicant for a major repair design approval demonstrate its capability?
21.A.435
16. What are the two classifications of „Repair‟?
17. Who classifies a repair as either „Major‟ or „Minor‟?

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21A.439
18. Which three types of organisation can carry out a repair?

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Commission Regulation (EC) No. 2042/2003
19. In what Journal is the Commission Regulation (EC) No. 2042-2003 published in?
20. According to Article 1 of Commission Regulation (EC) No. 2042-2003, the Rules do not
apply to aircraft which are listed where?
21. For the purposes of Commission Regulation (EC) No. 2042-2003, what is the definition of
a “large aircraft”?
22. What is the definition of a “pre-flight inspection”?
23. Part-M is which Annex of Commission Regulation (EC) No. 2042-2003?
Subpart B
M.A.201
24. Who is responsible for the continuing airworthiness of an aircraft?
25. Who is responsible for the continuing airworthiness of an aircraft if the owner leases it to
a different operator?
26. Who is responsible for carrying out a pre-flight inspection?

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27. Tasks associated with the continuing airworthiness of a Large aircraft are to be carried
out by what organisation?
28. Maintenance of large aircraft, aircraft used for commercial air transport and components
thereof are carried out by what approved organisation type?
29. An operator of commercial air transport aircraft, must have what Subpart M approval as a
part of their Air Operator Certificate (AOC)?
30. If an operator of commercial air transport aircraft is not itself Part-145 approved, how can
they get their aircraft maintained?
31. When an operator who uses an aircraft other than for commercial air transport, they have
a choice of 2 organisations where they can get their aircraft maintained. What are they?
M.A.202
32. To which persons/organisation must any person or organisation approved under Part-M,
make an occurrence report when they find any identified condition of an aircraft or
component that hazards seriously the flight safety.
33. How soon should any person or organisation approved under Part-M, make an
occurrence report when they find any identified condition of an aircraft or component that
hazards seriously the flight safety.

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Subpart C
M.A.302
34. Who approves a maintenance programme?
35. Who normally approves amendments to a maintenance programme?
36. What approved organisation can approve their own amendments to the maintenance
programme?
M.A.304
37. What approved organisation (other than EASA) can provide data for modifications and
repairs?
M.A.305
38. What 3 Log Books must be kept in the aircraft‟s continuing airworthiness record?
39. The aircraft continuing airworthiness records shall contain what six (6) items of
information?

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40. All detailed maintenance records in respect of the aircraft and any life-limited component
fitted thereto, must be kept for how long after the aircraft or component was permanently
withdrawn from service?
M.A.306
41. Which aircraft require a Technical Log?
42. List the 5 items of information contained within the Technical Log for each aircraft
43. Who approves the Technical Log?
44. For how long is a technical log retained?

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Subpart D
M.A.402
45. After what kind of maintenance task must an Independent Inspection be carried out?
M.A.403
46. Any aircraft defect that hazards seriously the flight safety must be rectified by when?
47. Any defect not rectified before flight is recorded where?
Subpart E
M.A.502
48. The maintenance of components is performed only by what appropriately approved
maintenance organisations?
Subpart F
M.A.601
49. To what aircraft is Subpart F of Part-M applicable?
M.A.606
50. Who has corporate authority for ensuring that all maintenance required by the customer
can be financed and carried out to the standard required by Part-M?
51. What is the restriction placed on contracted staff working in a Part-M Subpart F
organisation?

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52. Maintenance staff within a Part-M organisation who issue certificates of release to
service for aircraft and components shall comply with what Implementing Rule?
53. In the unforeseen cases, where an aircraft is grounded at a location other than the main
base where no appropriate certifying staff is available, the maintenance organisation
contracted to provide maintenance support may issue a one-off certification authorisation
to any person with not less than how many years maintenance experience and holding a
valid ICAO aircraft maintenance licence rated for the aircraft type requiring certification?
54. Define a Level 1 finding
55. Define a Level 2 finding
Subpart G
M.A.701
56. Subpart G of Part-M is the requirements for issue of what approval?
57. Who approves the airworthiness management exposition?
M.A.706
58. Who is at the head of a CAMO?
59. The accountable manager of a CAMO for commercial air transport is to be the same
accountable manager for the approved organisation holding what certificate?

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M.A.707
60. To be approved to carry out airworthiness reviews, an approved continuing airworthiness
management organisation shall have appropriate airworthiness review staff. List the five
(5) qualifications of these staff members?
61. Where are Airworthiness review staff identified and listed?
M.A.708
62. Who develops and controls a maintenance programme?
M.A.701
63. What are the two main functions required in order to complete an Airworthiness Review?
64. How many days can an Airworthiness Review be anticipated?
65. Can Airworthiness Review tasks be subcontracted?

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Subpart H
M.A.803
66. Under what weight category may the Pilot-Owner of an aircraft issue a certificate of
release to service?
67. A certificate of release to service issued by the Pilot-owner of an aircraft is entered

where?
Subpart I
M.A.901
68. For how long is an Airworthiness Review Certificate valid?
69. What is the definition of a “controlled environment”?
70. Under what condition can an ARC be extended?
71. How many times can an ARC be extended?
72. List the 4 reasons that an ARC may be invalidated before it expires:

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73. If an aircraft is sold and reregistered in another EU Member state, what happens to the
ARC?
Appendix IV
74. Name the following Part-M Subpart F rating classes:
- A2
- A3
- B1
- B2
- C14
- C15
75. Why is Rating Class A1 reserved for Part-145 organisations only?
Appendix V
76. What is the purpose of the Approval Schedule, and where will you find it?
Appendix VIII
77. Which of the following maintenance tasks can a Pilot-Owner carryout him/herself (tick)?
 Removal, installation of wheels.

 Replacing defective safety wiring or cotter keys.
 Replenishing hydraulic fluid in the hydraulic reservoir.
 Replace a propeller
 Replace engine cylinder head
 Make small simple repairs to fairings, non-structural cover plates, cowlings, and
small patches and reinforcements not changing the contour so as to interfere with
proper air flow.

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10.6 Continuing Airworthiness

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What are knowledge levels 1, 2 and 3?

What are knowledge levels 1, 2 and 3?

What are the qualifications required for airworthiness review staff?

What are the qualifications required for airworthiness review staff?

Module 10

For Training Purposes Only

Module 10.6 Continuing Airworthiness 6-2

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Module 10.6 Continuing Airworthiness 6-3

Module 10.6 Continuing Airworthiness 6-4

Module 10.6 Continuing Airworthiness __________________________________________ 9

Module 10.6 Continuing Airworthiness 6-5

Module 10.6 Continuing Airworthiness 6-6

Module 10.6 Continuing Airworthiness 6-7

Module 10.6 Continuing Airworthiness 6-8

Regulation (EC) No.748/2012 (including Part-21) can be found here:

A consolidated version of Regulation (EC) 2043/2003 (including Part-M) as amended can be

Part-21 - Provisions Related to Airworthiness

An airworthiness directive (commonly abbreviated as „AD‟) is a notification to owners and

In detail, the purpose of an AD is to notify aircraft owners:

 that the aircraft may have an unsafe condition, or

Module 10.6 Continuing Airworthiness 6-9

ADs may be divided into two categories:[citation needed]

An EASA airworthiness directive which complies Part-21 is a document issued or adopted by

An airworthiness directive contains at least the following information:

Module 10.6 Continuing Airworthiness 6-10

These Manuals include the following:

 Aircraft maintenance manual

Module 10.6 Continuing Airworthiness 6-13

Module 10.6 Continuing Airworthiness 6-14

Each airworthiness certificate is issued in one of a number of different categories. A certificate

Part-21 Subpart M – Repairs

A repair is classified „major‟ or „minor‟ either:

A further classification of repair is that of „ Standard repair‟.

Standard repairs are repairs in relation to:

 aeroplanes of 5,700 kg Maximum Take-Off Mass (MTOM) or less;

Standard repairs do not need to be originated or designed by an approved design organisation

Module 10.6 Continuing Airworthiness 6-16

Where Part-M Fits Within Regulation (EC) No. 2042/2003

The objectives of Part-M – Continuing Airworthiness

Module 10.6 Continuing Airworthiness 6-17

Part-M in Relation to Maintenance of Aircraft

Module 10.6 Continuing Airworthiness 6-18

 In the event of an operator seeking an EU-OPS approval he must simultaneously submit

 The CAT operator must have his own CAMO.

 The owner or operator of an aircraft is responsible for its airworthiness, but it is

Relationship between the Part-21 Design and Production Organisations and

Module 10.6 Continuing Airworthiness 6-19

Module 10.6 Continuing Airworthiness 6-20

 The aircraft is in an airworthy condition

 the lessee is stipulated on the registration document;

 detailed in the leasing contract

Contracting of CAMO Organisations by Aircraft Owners

Module 10.6 Continuing Airworthiness 6-21

An operator should establish adequate co-ordination between flight operations and

The accomplishment of continuing airworthiness activities forms an important part of the

Module 10.6 Continuing Airworthiness 6-22

The operator's management of such activities should therefore be accomplished

 by active control through direct involvement and/or

 airworthiness directive analysis and planning