AMC 145.A.10 - Scope 

 

Line Maintenance is defined in the DASR Glossary of Terms.

For temporary or occasional cases (Airworthiness Directives (ADs), Service Bulletins (SBs) or national equivalent) the Quality Manager may accept base maintenance tasks to be performed by a line maintenance organisation provided all requirements are fulfilled as defined by the MAA.

Base Maintenance is defined in the DASR Glossary of Terms.

Aircraft maintained in accordance with ‘progressive’ type maintenance programmes should be individually assessed in relation to this paragraph. In principle, the decision to allow some ‘progressive’ checks to be carried out should be determined by the assessment that all tasks within the particular check can be carried out safely to the required standards at the designated line maintenance station.

NOT APPLICABLE.

NOT APPLICABLE

AMC 145.A.15 - Application

In a form and manner established by the MAA means that the application should be made by using a DASR Form 2.

AMC 145.A.20 - Terms of approval

Table 1 in Appendix II of DASR 145 identifies the S1000D Chapter Reference for the Category C component rating. If the maintenance manual (or equivalent document) does not follow the S1000D Chapter reference, the corresponding subjects still apply to the applicable C rating.

AMC 145.A.25(a) - Facility requirements

Where the hangar is not owned by the maintenance organisation, it may be necessary to establish proof of tenancy. In addition, sufficiency of hangar space to carry out planned base maintenance should be demonstrated by the preparation of a projected aircraft hangar visit plan relative to the maintenance programme. The aircraft hangar visit plan should be updated on a regular basis.

Protection from the weather elements relates to the normal prevailing local weather elements that are expected throughout any twelve month period. Aircraft hangar and component workshop structures should prevent the ingress of rain, hail, ice, snow, wind and dust etc. as far as is militarily practicable. Aircraft hangar and component workshop floors should be sealed to minimise dust generation.

For line maintenance of aircraft, hangars are not essential but it is recommended that access to hangar accommodation be demonstrated for usage during inclement weather for minor scheduled work and lengthy defect rectification.

Aircraft maintenance staff should be provided with an area where they may study maintenance instructions and complete maintenance records in a proper manner.

AMC 145.A.25(b) - Facility requirements

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 the assigned tasks.

In addition, as part of the office accommodation, aircraft maintenance staff should be provided with an area where they may study maintenance instructions and complete maintenance records in a proper manner.

AMC 145.A.25(c) - Facility requirements

Military operational needs should be taken into account when establishing a suitable working environment. However, as far as is practicable, the requirements should be adhered to.

AMC 145.A.25(d) - Facility requirements

Storage facilities for serviceable aircraft components should be clean, well ventilated and maintained at a constant dry temperature to minimise the effects of condensation. Manufacturer’s storage recommendations should be followed for those aircraft components identified in such published recommendations. With regards to deployed military operations these requirements should be met as far as practicable.

Storage racks should be strong enough to hold aircraft components and provide sufficient support for large aircraft components such that the component is not distorted during storage.

All aircraft components, wherever practicable, should remain packaged in protective material to minimise damage and corrosion during storage.

AMC 145.A.30 - Management Personnel (AUS)

Management Personnel are classified as follows:

The ACCOUNTABLE MANAGER (AM) (DASR 145.A.30(a)) is the person with the corporate authority to ensure that all maintenance required can be financed and carried out to the standard required by DASR 145.

The Nominated Personnel (DASR 145.A.30(b) and DASR 145.A.30(c))* shall be the group of personnel (or person) responsible for ensuring that the maintenance organisation complies with DASR 145. In any case these personnel should report to the Accountable Manager. This (ese) manager(s) may assign DASR 145 functions to other manager(s) working directly under their respective responsibility. In this case the nominated personnel (person) remains responsible for compliance with DASR 145.

The Deputy Nominated Personnel (DASR 145.A.30(b)(4) shall be the group of personnel (or persons) who are nominated via DASR Form 4 to deputise any particular nominated personnel in case of lengthy absence of the said person. The deputy nominated person is responsible for compliance with DASR 145 upon formal notification from the nominated person for the duration of the nominated persons absence.

Other Manager(s) (DASR AMC 145.A.30(b)(8) Depending either on the size of the maintenance organisation or on the decision of the Accountable Manager, the maintenance organisation may appoint additional managers for any DASR 145 function(s). This (ese) manager(s) shall report ultimately to the nominated personnel identified to be responsible for the related DASR 145 function(s) and therefore by definition are not to be considered themselves as nominated personnel. As a consequence a manager can be only assigned duties (not responsibilities) of the nominated personnel to whom they report.

The Responsible NDT Level III shall be the person designated by the maintenance organisation to ensure that personnel who carry out and/or control a continued airworthiness non-destructive test of aircraft structures and/or components are appropriately qualified for the particular non-destructive test in accordance with the European or equivalent Standard recognised by DASA.

Management personnel requiring a DASR Form 4. Based on the above definitions of management personnel, the following table summarises when a DASR Form 4 is required in order for the management personnel to be acceptable to DASA.

MANAGEMENT PERSONNEL	DASR Form 4 Required	DASR Form 4 Not Required
Accountable Manager (DASR 145.A.30(a))		X
Nominated Personnel (Responsible and Quality Manager) (DASR 145.A.30(b) and DASR 145.A.30(c))*	X
Safety Manager (DASR 145.A.65 and DASR SMS)		X
NDT Responsible Level III	X*
Other Managers (DASR AMC 145.A.30(b)(8))		X
Deputy Nominated Personnel (DASR 145.A.30(b)(4))	X**

* Form 4 not required when a member of the MAA.

** The MOE procedure shall make clear who deputises for any particular nominated personnel in the case of lengthy absence of the said person. In any case it is the responsibility of the maintenance organisation to ensure that deputy personnel are nominated and approved by the MAA via a DASR Form 4 prior to assuming the role of the nominated person.

AMC 145.A.30(a) - Personnel requirements

With regard to the Accountable Manager, it is normally intended to mean the Chief Executive Officer or senior military commander of the maintenance organisation, who by virtue of position has overall (including in particular resource allocation) responsibility for running the maintenance 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 as the Maintenance Organisation Exposition (MOE) defines the maintenance standards. When the Accountable Manager is not the Chief Executive Officer or senior military commander, the MAA will need to be assured that such an Accountable Manager has direct access to the Chief Executive Officer or senior military commander and has a sufficiency of ‘maintenance resources’ allocation.

AMC 145.A.30(b) - Personnel requirements

Dependent upon the size of the maintenance organisation, the DASR 145 functions may be subdivided under individual managers or combined in any number of ways. Where an AMO elects to have multiple Responsible Managers within their organisational structure, each managers responsibilities should be clearly defined with reference to the appropriate regulation to ensure there is no overlapping of responsibilities and that there is no dilution of responsibility or accountability by the number of Responsible Managers.

The maintenance organisation should have, dependent upon the extent of approval, a base maintenance manager, a line maintenance manager, a workshop manager and a quality manager, all of whom should report to the Accountable Manager.

The base maintenance manager is responsible for ensuring that all required base maintenance, plus any defect rectification carried out during base maintenance, is carried out to the design and quality standards specified in DASR 145.A.65b). The base maintenance manager is also responsible for any corrective action resulting from the quality compliance monitoring of DASR 145.A.65(c).

The line maintenance manager is responsible for ensuring that all maintenance required to be carried out including line defect rectification is carried out to the standards specified in DASR 145.A.65(b) and also responsible for any corrective action resulting from the quality compliance monitoring of DASR 145.A.65(c).

The workshop manager is responsible for ensuring that all work on aircraft components is carried out to the standards specified in DASR 145.A.65(b) and also responsible for any corrective action resulting from the quality compliance monitoring of DASR 145.A.65(c).

The quality manager’s responsibility is specified in DASR 145.A.30(c).

Notwithstanding the example subparagraphs 2 – 6 titles, the maintenance organisation may adopt any title for the foregoing managerial positions but should identify to the MAA the titles and persons chosen to carry out these functions.

Where a maintenance organisation chooses to appoint managers for all or any combination of the identified DASR 145 functions because of the size of the undertaking, it is necessary that these managers report ultimately through either the base maintenance manager or line maintenance manager or workshop manager or quality manager, as appropriate, to the Accountable Manager.

Note: Certifying staff may report to any of the managers specified depending upon which type of control the maintenance organisation uses (for example licensed engineers/independent inspection/dual function supervisors etc.) as long as the quality compliance monitoring staff specified in DASR 145.A.65(c)(1) remain independent.

AMC 145.A.30(b)(3) - Personnel requirements (AUS)

ACCOUNTABLE MANAGER

Qualifications:

No specific requirements

Experience:

No specific requirements

RESPONSIBLE MANAGER (RM)*

Qualifications:

A four-year Bachelor of Engineering degree under an Australian accredited or recognised program in Mechanical, Mechatronics, Aerospace, Aeronautical, Electronics, Software or Electrical Engineering, or

Diploma level, or equivalent, (as demonstrated by attaining chartered status) qualification in appropriately related aviation field such as, Mechanical, Mechatronics, Aerospace, Aeronautical, Electronics, Electrical Engineering or Maintenance Management.

Experience:

At least five years of aviation experience including:

Chartered Professional Engineer (CPEng), Chartered Engineering Technologist (CEngT) or Chartered Engineering Associate (CEngA) status with the Institute of Engineers Australia (IEAust) or an equivalent professional body recognised by the IEAust; and

Two years experience as staff of DASA or an organisation holding an Organisational Approval (excluding 147), under DASR, CASA, EMAR, EASA or other acceptable to the MAA.

QUALITY MANAGER (QM)*

The Quality Manager requires formal acceptance by the MAA which is granted through the corresponding DASR Form 4.

Qualifications:

Diploma level, or equivalent, qualification in Quality Auditing issued by an Australian registered training organisation (RTO) or other comparable qualification acceptable to the MAA.

Experience:

At least five years of Aviation experience including:

Two years experience as staff of DASA or an organisation holding an Organisational Approval (excluding 147), under DASR, CASA, EMAR, EASA or other acceptable to the MAA, and

Three years experience in aviation quality management.

* Note: RM and QM qualification and experience requirements for small enterprise workshops will be considered by the MAA on a case by case basis. ‘Small enterprise’ workshops will normally need to satisfy both of the following criteria: off aircraft and component maintenance.

AMC 145.A.30(c) - Personnel requirements

Monitoring the quality system includes requesting remedial action as necessary by the Accountable Manager and the nominated persons referred to in DASR 145.A.30(b).

AMC 145.A.30(d) - Personnel requirements

‘Sufficient’ means that the maintenance organisation employs or contracts/tasks competent staff, as detailed in the person-hour plan, of which at least half the staff that perform maintenance in each workshop, hangar or flight line on any shift should be employed to ensure organisational stability. For the purpose of meeting a specific operational necessity, a temporary increase of the proportion of contracted staff may be permitted to the maintenance organisation by the MAA, in accordance with an approved procedure which should describe the extent, specific duties, and responsibilities for ensuring adequate organisation stability. For the purpose of this subparagraph, employed means the person is directly employed as an individual by the maintenance organisation whereas contracted/tasked means the person is employed by another organisation or military unit and contracted/tasked by that organisation to the maintenance organisation. In the case of Defence/Industrial partnered support arrangements, the Defence element of the maintenance organisation should be considered, for the purpose of this clause, as part of the industry workforce.

The maintenance person-hour plan should take into account all activities carried out outside the scope of the DASR 145 approval.
The planned absence (for training, vacations, etc.) should be considered when developing the person-hour plan.

The maintenance person-hour plan should relate to the anticipated maintenance work load except that when the maintenance organisation cannot predict such workload, due to the short term nature of its contracts/tasking or unpredictable variations in operational military tasking, then such a plan should be based upon the minimum maintenance workload needed for organisational viability. Maintenance work load includes all necessary work such as, but not limited to, planning, maintenance record checks, production of worksheets/cards in paper or electronic form, accomplishment of maintenance, inspection and the completion of maintenance records.

In the case of aircraft base maintenance, the maintenance person-hour plan should relate to the aircraft hangar visit plan as specified in DASR AMC 145.A.25(a).

In the case of aircraft component maintenance, the maintenance person-hour plan should relate to the aircraft component planned maintenance as specified in DASR 145.A.25(a)(2).

The quality monitoring compliance function person-hours should be sufficient to meet the requirement of DASR 145.A.65(c) which means taking into account AMC DASR 145.A.65(c). Where quality monitoring staff perform other functions, the time allocated to such functions needs to be taken into account in determining quality monitoring staff numbers.

The maintenance person-hour plan should be reviewed at least every three months and updated when necessary.

Significant deviation from the maintenance person-hour plan should be reported through the appropriate manager to the quality manager and the Accountable Manager for review. Significant deviation means more than a 25% shortfall in available person-hours during a calendar month for any one of the functions specified in DASR 145.A.30(d), or an inability to achieve military tasking due to personnel shortfalls.

AMC4 145.A.30(e) - Personnel requirements

Competence assessment should include the verification for the need of additional EWIS training when relevant.

(Note: EASA guidance for an EWIS training programme to maintenance organisation personnel can be found in EASA AMC 20-22.)

AMC3 145.A.30(e) - Personnel requirements

Additional training in fuel tank safety as well as associated inspection standards and maintenance procedures should be required for maintenance organisations’ technical personnel, especially technical personnel involved in the compliance of Critical Design Configuration Control Limitations (CDCCL) tasks (if applicable).

Guidance is provided for training to maintenance organisation personnel in Appendix IV to AMC3 DASR 145.A.30(e).

AMC2 145.A.30(e) - Personnel requirements

In respect to the understanding of the application of human factors and human performance issues, all maintenance organisation personnel should have received an initial and continuation human factors training. This should concern to a minimum:

Nominated persons, managers, supervisors;

Certifying staff, support staff and mechanics;

Technical support personnel such as planners, engineers, technical record staff;

Quality control/assurance staff;

Specialised services staff;

Human factors staff/ human factors trainers;

Store department staff, purchasing department staff;

Ground equipment operators;

Contracted/tasked staff in the above categories.

Initial human factors training should cover all the topics of the training syllabus specified in GM DASR 145.A.30(e) either as a dedicated course or else integrated within other training. The syllabus may be adjusted to reflect the particular nature of the maintenance organisation. The syllabus may also be adjusted to meet the particular nature of work for each function within the maintenance organisation. For example:

small maintenance organisations not working in shifts may cover in less depth subjects related to teamwork and communication;

planners may cover in more depth the scheduling and planning objective of the syllabus and in less depth the objective of developing skills for shift working.

All personnel, including personnel being recruited from any other organisation should receive initial human factors training compliant with the maintenance organisation’s training standards prior to commencing actual job function, unless their competence assessment justifies that there is no need for such training. Newly directly employed personnel working under direct supervision may receive training within 6 months after joining the maintenance organisation.

The purpose of human factors continuation training is primarily to ensure that staff remain current in terms of human factors and also to collect feedback on human factors issues. Consideration should be given to the possibility that such training has the involvement of the quality department. There should be a procedure to ensure that feedback is formally passed from the trainers to the quality department to initiate action where necessary.

Human factors continuation training should be of an appropriate duration in each two year period in relation to relevant quality audit findings and other internal/external sources of information on human errors in maintenance available to the maintenance organisation.

Human factors training may be conducted by the maintenance organisation itself, or independent trainers, or any training organisations acceptable to the MAA.

The human factors training procedures should be specified in the MOE.

AMC1 145.A.30(e) - Personnel requirements

Competence should be defined as a measurable skill or standard of performance, knowledge and understanding, taking into consideration attitude and behaviour.

The referenced procedure requires amongst others that planners, mechanics, specialised services staff, supervisors, certifying staff and support staff, whether employed or contracted, are assessed for competence before unsupervised work commences and competence is controlled on a continuous basis.

Competence should be assessed by evaluation of:

on-the-job performance and/or testing of knowledge by appropriately qualified personnel; and

records for basic, organisational, and/or product type and differences training; and

experience records.

Validation of the above could include a confirmation check with the organisation(s) that issued such document(s). For that purpose, experience/training may be recorded in a document such as a log book or based on the suggested template in GM3 to DASR 145.A.30(e).

As a result of this assessment, an individual’s qualification should determine

which level of ongoing supervision would be required or whether unsupervised work could be permitted.

whether there is a need for additional training.

A record of the qualification and competence assessment should be kept.

This should include copies of all documents that attest to qualification, such as the MAML and/or any authorisation held, as applicable.

For a proper competence assessment of its personnel, the maintenance organisation should consider that:

In accordance with the job function, adequate initial and recurrent training should be provided and recorded to ensure continued competence so that it is maintained throughout the duration of employment/contract.

All staff should be able to demonstrate knowledge of and compliance with the maintenance organisation’s procedures, as applicable to their duties.

All staff should be able to demonstrate an understanding of human factors and human performance issues in relation with their job function and be trained as per AMC2 to DASR 145.A.30(e).

To assist in the assessment of competence and to establish the training needs analysis, job descriptions are recommended for each job function in the maintenance organisation. Job descriptions should contain sufficient criteria to enable the required competence assessment.

Criteria should allow the assessment to establish that, among others (titles might be different in each organisation):

Managers are able to properly manage the work output, processes, resources and priorities described in their assigned duties and responsibilities in a safe compliant manner in accordance with requirements and maintenance organisation procedures.

Planners are able to interpret maintenance requirements into maintenance tasks, and have an understanding that they have no authority to deviate from the maintenance data.

Supervisors are able to ensure that all required maintenance tasks are carried out and, where not completed or where it is evident that a particular maintenance task cannot be carried out to the approved maintenance data, then such problems should be reported to the DASR 145.A.30(c) person for appropriate action. In addition, for those supervisors, who also carry out maintenance tasks, that they understand such tasks should not be undertaken when incompatible with their management responsibilities.

Mechanics are able to carry out maintenance tasks to any standard specified in the maintenance data and should notify supervisors of defects or mistakes requiring rectification to re-establish required maintenance standards.

Specialised services staff are able to carry out specialised maintenance tasks to the standard specified in the maintenance data. They should be able to communicate with supervisors and report accurately when necessary.

Support staff are able to determine that relevant maintenance tasks have been carried out to the required standard.

Certifying staff are able to determine when the aircraft or aircraft component is ready to release to service and when it should not be released to service.

Quality audit staff are able to monitor compliance with DASR 145 identifying non-compliance in an effective and timely manner so that the Approved Maintenance Organisation (AMO) may remain in compliance with DASR 145.

Competence assessment should be based upon the procedure specified in DASR GM2 to 145.A.30(e).

AMC2 145.A.30(f) - Personnel requirements (AUS)

For the performance of aircraft manual welding repairs, a CASA welding authority granted in accordance with CAAP 33-1(1) is an appropriate qualification.

AMC1 145.A.30(f) - Personnel requirements (AUS)

For the purposes of 145.A.30(f), the following types of composite repairs are a specialised task, requiring personnel to be trained and qualified IAW officially recognised standards, for any repair involving:

metal to metal bonds

core replacement

preimpregnate adhesive or foaming adhesive

step cut

scarf cut

external or internal wet layup patch.

SAE AIR4938 is an officially recognised qualification standard for personnel who conduct composite specialised tasks.

AMC 145.A.30(f) - Personnel requirements

NOT APPLICABLE.

Appropriately qualified means to levels of qualification and certification as defined by the European Standard EN 4179 (or national equivalent qualification) dependent upon the non-destructive testing function to be carried out.

NOTE: Although EN4179 is the primary standard referenced for NDT qualification and certification, NAS410 is also an accepted standard for the performance of NDT activities.

Notwithstanding the fact that Level 3 personnel (or national equivalent qualification) 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 (Military) Type Certificate Holder/manufacturer or MAA 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.

Notwithstanding the general references in EN 4179 to a national aerospace non-destructive testing (NDT) board, all examinations should be conducted by personnel or organisations under the general control of such a board or as specified by the MAA. In the absence of a national aerospace NDT board, the aerospace NDT board of another pMS should be used, as defined by the MAA.

By way of exception to paragraph 4, the conduct and/or oversight of NDT examinations can be performed by an Authority approved (DASR Form 4) NDT Responsible Level 3 appointment holder, without being under the general control of a national aerospace NDT board.

Moved to DASR GM 145.A.30(f).

It should be noted that new methods are being and will be developed, which are not specifically addressed by EN 4179. Until the time this agreed standard is established, such methods should be carried out in accordance with the particular equipment manufacturer’s recommendations including any training and examination process to ensure competence of the personnel in the process.

Any maintenance organisation that carries out NDT should establish NDT specialist qualification procedures detailed in the MOE and accepted by the MAA.

Boroscoping and other techniques such as manual tap testing are non-destructive inspections rather than non-destructive testing. Notwithstanding such differentiation, the maintenance organisation should establish a MOE procedure accepted by the MAA to ensure that personnel who carry out and interpret such inspections are properly trained and assessed for their competence in the process. Non-destructive inspections, not being considered as NDT by DASR 145 are not listed in DASR 145 Appendix II under class rating D1.

The referenced standards, methods, training and procedures should be specified in the MOE.

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 DASR 145 should qualify for such non-destructive test in accordance with EN 4179 (or national equivalent qualification).

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 aerospace sector as constituting good practice, or those accepted by the MAA.

Colour contrast dye penetrant inspections / visible dye penetrant inspections are only to be used when the specific procedure has been approved by the Authority.

AMC 145.A.30(g) - Personnel requirements

For the purposes of DASR 66.A.20(a)(1) and DASR 66.A.20(a)(3)(ii) personnel, minor scheduled line maintenance means any minor scheduled inspection/check up to and including a weekly check specified in the Aircraft Maintenance Programme (AMP). For AMPs that do not specify a weekly check, the MAA should determine the most significant check that is considered equivalent to a weekly check.

Typical tasks permitted after appropriate task training to be carried out by the DASR 66.A.20(a)1) and the DASR 66.A.20(a)(3)(ii) personnel for the purpose of these personnel issuing an aircraft Certificate of Release to Service (CRS) as specified in DASR 145.A.50 as part of minor scheduled line maintenance or simple defect rectification are contained in the following list:

Replacement of wheel assemblies.

Replacement of wheel brake units.

Replacement of emergency equipment.

Replacement of ovens, boilers and beverage makers.

Replacement of internal and external lights, filaments and flash tubes.

Replacement of windscreen wiper blades.

Replacement of passenger and cabin crew seats, seat belts and harnesses.

Closing of cowlings and refitment of quick access inspection panels.

Replacement of toilet system components but excluding gate valves.

Simple repairs and replacement of internal compartment doors and placards but excluding doors forming part of a pressure structure.

Simple repairs and replacement of overhead storage compartment doors and cabin furnishing items.

Replacement of static wicks.

Replacement of aircraft main and APU aircraft batteries.

NOT APPLICABLE.

Routine lubrication and replenishment of all system fluids and gases.

The de-activation only of subsystems and aircraft components as permitted by the Operating Organisation’s Minimum Equipment List (MEL) where relevant or national equivalent procedure, where such de-activation is agreed by the MAA as a simple task.

Inspection for and removal of de-icing/anti-icing fluid residues, including removal/closure of panels, cowls or covers or the use of special tools.

Removal and installation of simple internal medical equipment.

Any other task agreed by the MAA as a simple task for a particular aircraft type. This may include defect deferment when all the following conditions are met:

There is no need for troubleshooting; and

The task is in the MEL; and

The maintenance action required by the MEL is agreed by the MAA to be simple.

In the particular case of helicopters, and in addition to the items above, the following:

Removal and installation of external cargo provisions, ie external hook, mirrors, other than the hoist.

Removal and installation of quick release external cameras and search lights.

Removal and installation of emergency float bags, not including the bottles.

Removal and installation of external doors fitted with quick release attachments.

Removal and installation of snow pads/skid wear shoes/slump protection pads.

Any task on a military specific system agreed by the MAA as a simple task for a particular aircraft type.

No task which requires troubleshooting should be part of the authorised maintenance actions. Release to service after rectification of deferred defects should be permitted as long as the task is listed above.

The requirement of having appropriate aircraft rated certifying staff qualified as Category B1 or B2 as appropriate, in the case of aircraft line maintenance does not imply that the maintenance organisation must have B1 or B2 personnel at every line station. The MOE should have a procedure on how to deal with defects requiring B1 or B2 certifying staff.

The MAA may accept that in the case of aircraft line maintenance a maintenance organisation has only B1 or B2 certifying staff, as appropriate, provided that the MAA is satisfied that the scope of work, as defined in the MOE, does not need the availability of all B1 or B2 certifying staff. Special attention should be taken to clearly limit the scope of scheduled and non-scheduled line maintenance (defect rectification) to only those tasks that can be certified by the available certifying staff Category.

 

AMC 145.A.30(h) - Personnel requirements

In accordance with DASR 145.A.30(h) and DASR 145.A.35, the qualification requirements (MAML, Military Aircraft Type Ratings, recent experience and continuation training) are identical for certifying staff and for support staff. The only difference is that support staff cannot hold certification privileges when performing this role since during base maintenance the release to service will be issued by Category C certifying staff. Nevertheless, the maintenance organisation may use as support staff (for base maintenance) persons who already hold certification privileges for line maintenance.

AMC 145.A.30(j)(4) - Personnel requirements

For the issue of a limited certification authorisation the aircraft commander or flight engineer should hold either a valid pilot or flight engineer licence/national military qualification (or civilian equivalent) acceptable to the MAA on the aircraft type. In addition, the limited certification authorisation is subject to the MOE containing procedures to address the personnel requirements of DASR 145.A.30(e) and associated AMC and GM. Such procedures should include as a minimum:

Completion of adequate national military airworthiness regulations training; and

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; and

Completion of the procedural training as specified in DASR 145.
The above procedures should be specified in the MOE and be accepted by the MAA.

(i) Typical tasks that may be certified and/or carried out by the aircraft commander holding a valid licence/national military pilot qualification (or civilian equivalent) acceptable to the MAA on the aircraft type are minor maintenance or simple checks included in the following list:

Replacement of internal lights, filaments and flash tubes.

Closing of cowlings and refitment of quick access inspection panels.

Simple configuration changes (e.g. stretcher fit, FLIR, doors, photographic equipment etc.)

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.

Any check/replacement involving simple techniques consistent with this AMC and as agreed by the MAA.

2.          (ii) Holders of a valid national military flight engineer licence/qualification, or equivalent, acceptable to the MAA, on the aircraft type may only exercise this limited certification authorisation privilege when performing the duties of a flight engineer.

In addition to paragraph 2(i)(a) to (e), other typical minor maintenance or simple defect rectification tasks that may be carried out are included in the following list:

Replacement of wheel assemblies.

Replacement of simple emergency equipment that is easily accessible.

Replacement of ovens, boilers and beverage makers.

Replacement of external lights.

Replacement of passenger and cabin crew seats, seat belts and harnesses.

Simple replacement of overhead storage compartment doors and cabin furnishing items.

Replacement of static wicks.

Replacement of aircraft main and APU aircraft batteries.

NOT APPLICABLE.

The de-activation only of subsystems and aircraft components as permitted by the Operating Organisation’s MEL where relevant or a national equivalent procedure, where such de-activation is agreed by the MAA as a simple task.

Re-setting of tripped circuit breakers under the guidance of maintenance control.

Any other task agreed by the MAA as a simple task for a particular aircraft type.

The authorisation should have a finite life of twelve months subject to satisfactory re-current training on the applicable aircraft type.

 

AMC 145.A.30(j)(5) - Personnel requirements

For the purposes of this subparagraph “unforeseen” means that the aircraft grounding could not reasonably have been predicted by the Operating Organisation because the defect was unexpected due to being part of a hitherto reliable system.

A one-off authorisation should only be considered for issue by the maintenance organisation after it has made a reasoned judgement that such a requirement is appropriate under the circumstances and at the same time maintaining the required airworthiness standards. The maintenance organisation should assess each situation individually prior to the issuance of a one-off authorisation. The maintenance organisation that issues this one-off authorisation retains responsibility for all work performed.

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

AMC 145.A.30(j)(5)(i) - Personnel requirements

In those situations where the requirement for a one-off authorisation to issue a CRS for a task on an aircraft type for which certifying staff does not hold a type-rated authorisation has been identified, the following procedure is recommended:

Flight crew should communicate full details of the defect to their maintenance organisation. If necessary, the maintenance organisation should consider the issue of a one-off authorisation.

When issuing a one-off authorisation, the maintenance organisation should verify that:

Full technical details relating to the work required to be carried out have been established and passed on to the certifying staff; and

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

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

The person holds authorisations of equivalent level and scope on other aircraft type of similar technology, construction and systems.

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

AMC 145.A.30(j)(5)(ii) - Personnel requirements

This paragraph addresses staff not employed by the maintenance organisation who meet the requirements of DASR 145.A.30(j)(5). In addition to the items listed in AMC DASR 145.A.30(j)(5)(i), paragraph 1, 2(a), (b) and (c) and 3 the maintenance organisation may issue such a one-off authorisation subject to full qualification details relating to the proposed certifying personnel being verified by the maintenance organisation and made available at the location.

AMC 145.A.35(a) - Certifying staff and support staff

Holding a MAML with the relevant Military Aircraft Type/Group Rating, or a national qualification in the case of components, does not mean by itself that the holder is qualified to be authorised as certifying staff and/or support staff. The maintenance organisation is responsible to assess the competence of the holder for the scope of maintenance to be authorised.

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

the type of aircraft or component;

the differences on:

-      the particular model/variant;

-      the particular configuration.

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

•  relevant knowledge, skills and experience in the product type and configuration to be maintained, taking into account the differences between the generic Military Aircraft Type Rating training that the person received and the specific configuration of the aircraft to be maintained;

•  appropriate attitude towards safety and observance of procedures;

•  knowledge of the associated maintenance organisation and Operating Organisation procedures (i.e. handling and identification of components, MEL use, Aircraft Technical Log use, independent checks, etc.).

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

•  in-depth troubleshooting;

•  very specific adjustment or test procedures;

•  rigging;

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

•  extensive structural/system inspection and repair;

•  other specialised maintenance required by the AMP.

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

The satisfactory assessment of the competence should be conducted in accordance with a procedure approved by the MAA (item 3.4 of the MOE, as described in AMC DASR 145.A.70(a)).

The maintenance organisation should hold copies of all documents that attest the competence and recent experience for the period described in DASR 145.A.35(j).

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

AMC1 to 145.A.35(b) - Certifying staff and support staff (AUS)

A Maintenance Organisation, approved in accordance with DASR 145, may temporarily amend authorisations of certifying or support staff providing:

A DASR Form 19 or DASR Form 19a, seeking an amendment to an existing licence, has been submitted to DASA (e.g. a new licence category, a new type rating, or a licence exclusion to be removed/licence extension to be added); and

The Maintenance Organisation reports the temporary certifying or support staff authorisation changes to their relevant DASA desk officer within two working days.

Temporary amendment of authorisations is not to occur prior to the initial issue of a licence by DASA.

AMC 145.A.35(b) - Certifying staff and support staff

Moved to DASR 145.A.35(b).

AMC2 145.A.35(c) - Certifying staff and support staff

Where unpredictable variations in operational military tasking require the use of personnel not meeting the six-month experience requirement, this should be approved by the Accountable Manager on a temporary basis only with the necessary precaution/mitigation put in place and both the Operating Organisation/CAMO for which work is being conducted and the MAA should be informed.

AMC1 145.A.35(c) - Certifying staff and support staff

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

AMC 145.A.35(d) - Certifying staff and support staff

Continuation training is a two way process to ensure that certifying staff and support staff remain current in terms of procedures, human factors and technical knowledge and that the maintenance organisation receives feedback on the adequacy of its procedures and maintenance instructions. Due to the interactive nature of this training, the maintenance organisation should consider the involvement of the quality department to ensure that feedback is actioned. Alternatively, there should be a procedure to ensure that feedback is formally passed from the training department to the quality department to initiate action.

Continuation training should cover changes in relevant requirements such as DASR 145, changes in maintenance organisation procedures and the modification standard of the products being maintained plus human factor issues identified from any internal or external analysis of incidents. It should also address instances where staff failed to follow procedures and the reasons why particular procedures are not always followed. In many cases the continuation training should reinforce the need to follow procedures and ensure that incomplete or incorrect procedures are identified to the maintenance organisation in order that they can be corrected. This does not preclude the possible need to carry out a quality audit of such procedures.

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

The method of training is intended to be a flexible process and could, for example, include a DASR 147 continuation training course, aeronautical college courses, internal short duration courses, seminars, etc. The elements, general content and length of such training should be specified in the MOE unless such training is undertaken by a DASR 147 Maintenance Training Organisation (MTO) when such details may be specified under the approval and cross referenced in the MOE.

AMC 145.A.35(e) - Certifying staff and support staff

The programme for continuation training should list all certifying staff and support staff and when training will take place, the elements of such training and an indication that it was carried out reasonably on time as planned. Such information should subsequently be transferred to the certifying staff and support staff record as required by DASR 145.A.35(j).

AMC 145.A.35(f) - Certifying staff and support staff

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

AMC 145.A.35(j) - Certifying staff and support staff

The following minimum information as applicable should be kept on record in respect of each certifying staff and support staff:

Name

Rank/Grade and Service Number (if applicable)

Date of Birth

Basic Training

Military Aircraft Type Training/Task Training

Continuation Training

Experience

Qualifications relevant to the authorisation

Scope of the authorisation

Date of first issue of the authorisation

If appropriate – expiry date of the authorisation

Identification Number of the authorisation

Security clearance (where applicable).

The record may be kept in any format and should be controlled by the maintenance organisation.

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.

The MAA or qualified entity acting on behalf of the MAA is to be considered as an ‘authorised person’ when investigating the records system for initial and continued approval or when the MAA has cause to doubt the competence of a particular person.

AMC 145.A.35(n) - Certifying staff and support staff

It is the responsibility of the AMO issuing the Category A certifying staff authorisation to ensure that the task training received by this person covers all the tasks to be authorised. This is particularly important in those cases where the task training has been provided by a DASR 147 MTO or by an AMO different from the one issuing the authorisation.

"Appropriately approved in accordance with DASR 147" means an MTO holding an approval to provide Category A task training for the corresponding aircraft type.

"Appropriately approved in accordance with DASR 145" means an AMO holding a maintenance organisation approval for the corresponding aircraft type.

AMC 145.A.35(o) - Certifying and support staff

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

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

When the certifying staff authorisation intends to cover several aircraft types, the experience may be combined within a single 6-month period.
For the addition of new aircraft types to the certifying staff authorisation, another 6 months should be required unless the aircraft is considered similar per AMC DASR 66.A.20(b)2 to the one already held.

The term “6 months of experience” can include either full-time employment or part-time employment. The important aspect is that the person has been involved in those tasks which are going to be part of the authorisation.

 

AMC 145.A.40(a) - Equipment, tools and material

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

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

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

Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers’ instructions unless approved otherwise by the MAA.

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 aerospace sector as constituting good practice, or those accepted by the MAA

AMC 145.A.42(a) - Acceptance of components

A document equivalent to a DASR Form 1 may be:

NOT APPLICABLE.

NOT APPLICABLE.

NOT APPLICABLE.

NOT APPLICABLE.

NOT APPLICABLE.

A Form 1 or similar acceptable through Recognition (refer DASA Recognition web page).

A national equivalent document recognised by the MAA as declaring an item’s serviceability and airworthiness.

A release document issued by an organisation accepted by the MAA.

See AMC DASR 145.A.42(a)4 and AMC DASR 145.A.42(a)5.

The maintenance organisation performing maintenance should ensure proper identification of any unserviceable components.

The unserviceable status of the component should be clearly declared on a tag or other suitable means 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 or 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.

Procedures shall be defined by the organisation describing the decision process for the status of unserviceable components. This procedure shall 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.

AMC 145.A.42(a)(3) - Acceptance of components

A maintenance organisation may choose, in consultation with the CAMO/Operating Organisation, 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:

permanently marking or stamping the component, as “NOT SERVICEABLE.” (ink stamping is not an acceptable method);

removing original part number identification;

removing data plate identification;

maintaining a tracking or accountability system, by serial number or other individualised data, to record transferred unsalvageable aircraft component;

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. Information about such organisations can be found, for example, in FAA Unapproved Parts Notifications, FAA Special Airworthiness Bulletins or EASA Safety Information Bulletins.

AMC 145.A.42(a)(3)(i) - Acceptance of components (AUS)

Once components or materials have been identified as unsalvageable, 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. The person responsible for the implementation of this procedure should be identified.

AMC 145.A.42(a)(3)(ii) - Acceptance of components

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.

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

grinding,

burning,

removal of a major lug or other integral feature,

permanent distortion of parts,

cutting a hole with a cutting torch or saw,

melting,

sawing into many small pieces,

any other method accepted by the MAA on a case by case basis

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

stamping or vibro-etching,

spraying with paint,

small distortions, incisions or hammer marks,

identification by tag or markings,

drilling small holes,

sawing in two pieces only.

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 inform the original manufacturer unless directed otherwise by the MAA.

AMC 145.A.42(a)(4) - Acceptance of components

STANDARD PARTS

For a definition of ‘Standard Parts’ see DASR Glossary.

Documentation accompanying standard parts should clearly relate to the particular parts and contain a conformity statement plus both the manufacturing and supplier source (a Certificate of Conformity is sufficient). 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.

A DASR Form 1 or equivalent is not normally issued and therefore none should be expected.

AMC 145.A.42(a)(5) - Acceptance of components

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

Raw material is any material that requires further work to make it into a component part of the aircraft such as metals, plastics, fabric, etc. 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.

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.

The material specification is normally identified in the M(S)TC holder’s data except in the case where the MAA has agreed otherwise. A DASR Form 1 or equivalent should not be issued for such material, and, therefore, none should be expected.

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 145.A.42(b) - Acceptance of components

The DASR Form 1 (or other equivalent forms detailed at AMC DASR 145.A.42(a)) identifies the status of an aircraft component. Block 12 ‘Remarks’ on the DASR Form 1 in some cases contains vital airworthiness related information which may need appropriate and necessary actions. The receiving maintenance organisation should be satisfied that the component in question is in satisfactory condition and has been appropriately released to service. In addition, the maintenance organisation should ensure that the component meets the approved data/standard, such as the required design and modification standard. This may be accomplished by reference to the manufacturer’s parts catalogue or other approved data (i.e. Service Bulletin). Care should also be taken in ensuring compliance with applicable ADs, the status of any life-limited parts fitted to the aircraft component as well as CDCCLs (if applicable).

To ensure a component is in a satisfactory condition, the maintenance organisation should perform checks and verifications.

Performance of the above checks and verifications should take place before the component is installed on the aircraft.

The following list, though not exhaustive, contains typical checks to be performed:

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

verify that the shelf life of the component has not expired;

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

verify that the component has all plugs and caps appropriately installed in accordance with approved data to prevent damage or internal contamination.

AMC 145.A.42(c) - Acceptance of components

The agreement by the MAA for the fabrication of parts by the maintenance organisation should be formalised through the approval of a detailed procedure in the MOE. This AMC contains principles and conditions to be taken into account for the preparation of an acceptable procedure.

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

All necessary data to fabricate the part should be approved either by the MAA or the (Military) Type Certificate (TC) holder or DASR 21 Design Organisation Approval holder, or (Military) Supplemental Type Certificate (STC) holder.

Items fabricated by a maintenance organisation may only be used by that maintenance organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or components undergoing work within its own facility. The fabrication of parts for other facilities may only take place if approved by the MAA. The permission to fabricate does not constitute approval for manufacture and the parts do not qualify for certification on DASR Form 1. This prohibition also applies to the bulk transfer of surplus inventory, in that locally fabricated parts are physically segregated and excluded from any delivery certification. Fabricated parts are to be clearly labelled in a manner identified by the MAA.

Fabrication of parts, modification kits etc for onward supply may not be conducted by a maintenance organisation, unless otherwise approved by the MAA.

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 a maintenance organisation. Care should be taken to ensure that the data includes details of part numbering, dimensions, materials, processes, and any special manufacturing techniques, special raw material specification or/and incoming inspection requirement and that the maintenance organisation has the necessary capability. That capability should be defined by way of MOE content. Where special processes or inspection procedures are defined in the approved data which are not available at the maintenance organisation, the maintenance organisation cannot fabricate the part unless the (Military) TC/STC-holder or DASR 21 Design Organisation Approval holder gives an approved alternative.

Examples of fabrication under the scope of a DASR 145 approval can include but are not limited to the following:

a) Fabrication of bushes, sleeves and shims.

b) Fabrication of secondary structural elements and skin panels.

c) Fabrication of control cables.

d) Fabrication of flexible and rigid pipes.

e) Fabrication of electrical cable looms and assemblies.

f) Formed or machined sheet metal panels for repairs.

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

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

Where a (Military)TC/STC holder or a DASR 21 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 approval unless agreed otherwise by the MAA in accordance with a procedure specified in the MOE.

Inspection and Identification.

Any locally fabricated part should be subjected 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. Fabricated parts are to be clearly labelled in a manner identified by the MAA. All parts, except those having not enough space, should carry a part number which clearly relates it to the manufacturing/inspection data. Additional to the part-number the maintenance organisation’s identity should be marked on the part for traceability purposes.

AMC 145.A.42(d) - Acceptance of components

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

Components with non-repairable defects, whether visible or not to the naked eye;

Components that do not meet design specifications, and cannot be brought into conformity with such specifications;

Components subjected to unacceptable modification, repair or rework that is irreversible;

Certified life-limited parts that have reached or exceeded their certified life limits, or have missing or incomplete records;

Components that cannot be returned to an airworthy condition due to exposure to extreme forces, heat or adverse environment;

Components for which conformity with an applicable AD cannot be accomplished;

Components for which maintenance records and/or traceability to the manufacturer/maintenance organisation cannot be retrieved.

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 145.A.45(b) - Maintenance data

Except as specified in subparagraph 5, each AMO should have access to and use the following minimum maintenance data relevant to the AMO’s approval class rating: all maintenance related requirements and associated AMCs, approval specifications and Guidance Material, all applicable national maintenance requirements and notices which have not been superseded by a MAA requirement, procedure or directive and all applicable ADs as well as CDCCLs (if applicable).

In addition to subparagraph 1, an AMO with an approval class rating in Category A – Aircraft, should have access to and use the following maintenance data where published: the appropriate sections of the Aircraft Maintenance Programme, Aircraft Maintenance Manual, repair manual, supplementary structural inspection document, corrosion control document, Service Bulletins, service letters, service instructions, modification leaflets, NDT manual, parts catalogue, (Military) TC data sheet and any other specific document issued by the (Military) TC/STC holder or MAA as maintenance data.

In addition to subparagraph 1, an AMO with an approval class rating in Category B — Engines/APUs, should have access to and use the following maintenance data where published: the appropriate sections of the engine/APU maintenance and repair manual, Service Bulletins, service letters, modification leaflets, non-destructive testing (NDT) manual, parts catalogue, (Military) Type Certificate data sheet and any other specific document issued by the (Military) TC/STC holder or MAA as maintenance data.

In addition to subparagraph 1, an AMO with an approval class rating in Category C – Components other than complete engines/APUs, should have access to and use the following maintenance data where published: the appropriate sections of the component maintenance and repair manual, Service Bulletins and service letters plus any document issued by the (Military) TC/STC holder or MAA as maintenance data on whose product the component may be fitted when applicable.

Appropriate sections of the subparagraphs 2 to 4 additional maintenance data means in relation to the maintenance work scope at each particular maintenance facility. For example, a base maintenance facility should have access to almost complete set(s) of the maintenance data whereas a line maintenance facility may need only the maintenance manual and the parts catalogue. 

An AMO only approved in class rating Category D – Specialised services, should hold and use all applicable specialised service(s) process specifications.

AMC 145.A.45(c) - Maintenance data

The referenced procedure should ensure that when maintenance personnel discover inaccurate, incomplete or ambiguous information in the maintenance data they should record the details. The procedure should then ensure that the maintenance organisation notifies the problem to the author of the maintenance data in a timely manner. A record of such communications to the author of the maintenance data should be retained by the maintenance organisation until such time as the (Military) TC/STC holder, DASR 21 Design Organisation Approval holder or MAA has clarified the issue by e.g. amending the maintenance data.

The referenced procedure should be specified in the MOE.

AMC 145.A.45(d) - Maintenance data

The referenced procedure should address the need for a practical demonstration by the maintenance personnel to the quality personnel of the proposed modified maintenance instruction. When satisfied the quality personnel should approve the modified maintenance instruction and ensure that the (Military) TC/STC holder, DASR 21 Design Organisation Approval holder or MAA and CAMO is informed of the modified maintenance instruction. The procedure should include a paper/electronic traceability of the complete process from start to finish and ensure that the relevant maintenance instruction clearly identifies the modification. Modified maintenance instructions should only be used in the following circumstances:

Where the (Military) TC/STC holder, DASR 21 Design Organisation Approval holder or MAA's original intent can be carried out in a more practical or more efficient manner.

Where the (Military) TC/STC holder, DASR 21 Design Organisation Approval holder or MAA's original intent cannot be achieved by following the maintenance instructions. For example, where a component cannot be replaced following the original maintenance instructions.

For the use of alternative tools/equipment.

Important Note: CDCCLs are airworthiness limitations. Any modification of the maintenance instructions linked to CDCCLs constitutes an aircraft modification that should be approved in accordance with DASR 21.

AMC 145.A.45(e) - Maintenance data

The maintenance organisation should:

Transcribe accurately the maintenance data onto such work cards or worksheets, or

Make precise reference to the particular maintenance task(s) contained in such maintenance data, which already identifies the task as a CDCCL where applicable.

Relevant parts of the maintenance organisation means with regard to aircraft base maintenance, aircraft line maintenance, engine workshops, mechanical workshops and avionic workshops. Therefore, engine workshops for example should have a common system throughout such engine workshops that may be different to that in the aircraft base maintenance.

The workcards should 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 a task, it may be necessary to use supplementary workcards or worksheets to indicate what was actually accomplished by each individual person.

AMC 145.A.45(f) - Maintenance data

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

Where computer systems are used, the number of computer terminals or maintenance data access points 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.

AMC 145.A.45(f) - Maintenance data

To keep data up-to-date, a procedure should be set up to monitor the amendment status of all data and maintain a check that all amendments are being received by being a subscriber to any document amendment scheme. Special attention should be given to (military) TC/STC related data such as certification life-limited parts, airworthiness limitations and Airworthiness Limitation Items (ALI), etc.

If paper copies are printed from computer systems, a procedure should be in place to ensure the control or destruction of such copies after use.

AMC 145.A.47(a) - Maintenance planning

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

For the purpose of DASR 145, the maintenance planning function should include two complementary elements:

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

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

When establishing the maintenance planning procedure, consideration should be given to the following

logistics,

inventory control,

square meters of accommodation,

person-hours estimation,

person-hours availability,

preparation of work,

hangar availability,

environmental conditions (access, lighting standards and cleanliness),

co-ordination with contracted/tasked maintenance organisations, internal and external suppliers, etc.

scheduling of safety-critical tasks during periods when staff are likely to be most alert,

military operational commitments,

location, (eg Main Operating Base, Deployed Operating Base).

AMC 145.A.47(b) - Maintenance planning

Limitations of human performance, in the context of planning safety related tasks, refers to the upper and lower limits, and variations, of certain aspects of human performance (Circadian rhythm / 24 hours body cycle) which personnel should be aware of when planning work and shifts.

AMC 145.A.47(c) - Maintenance planning

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

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

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

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

AMC 145.A.48(b) - Performance of maintenance

The manufacturer’s Instructions for Continuing 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 and 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 (but not limited to these systems), the related system controls and the associated operating mechanisms. Maintenance tasks associated with the crew escape and safety systems should also be considered as flight safety sensitive maintenance tasks.

A maintenance task requiring an independent inspection consists of an authorised person signing the maintenance task/release, who assumes full responsibility for the satisfactory completion of the work, before being subsequently inspected by an independent competent and authorised person who attests to the satisfactory completion of the work recorded and that no deficiencies have been found.

A maintenance task requiring an independent inspection should therefore involve at least two persons, to ensure correct assembly, locking and sense of operation. A technical record of the inspection should contain the signatures of both persons before the relevant certificate of release to service is issued.

The independent competent and authorised 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 and must not have been involved in the work.

The maintenance organisation should have procedures to demonstrate that independent signatories have been trained, and have gained experience on the specific systems being inspected.

The following maintenance tasks should primarily be considered when inspecting aircraft control and crew escape and safety systems that have been disturbed:

installation, rigging, and adjustment of flight controls;

installation of aircraft engines, propellers; and rotors; and

overhaul, calibration or rigging of components such as engines, propellers, transmissions and gearboxes; and
installation and maintenance carried out on ejection seats.

Consideration should also be given to:

previous experience of maintenance errors, depending on the consequences of the failure; and

information arising from an ‘occurrence reporting system’; and

information arising from the Operating Organisation/CAMO.

When inspecting control systems and crew escape and safety systems that have undergone maintenance, the person signing the maintenance release and the person performing the independent inspection 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 system as a whole should be observed to ensure that the controls are operating in the correct sense;

if the system is duplicated to provide redundancy, each system should be inspected separately; and

if different systems are interconnected so that they affect each other, all interactions should be inspected through the full range of the applicable controls.

AMC 145.A.48(c) - Performance of maintenance

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 and reported to the CAMO/Operating Organisation.

AMC 145.A.50(a) - Certification of maintenance

'Endanger 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 (including overheating), electrical arcing, significant hydraulic fluid or fuel leakage and any emergency system or total system failure. An AD overdue for compliance is also considered a hazard to flight safety.

AMC 145.A.50(b) - Certification of maintenance

The CRS for aircraft should contain the following statement:

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

Reference should also be made to the DASR 145 approval number.

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

The CRS should relate to the task specified in the (Military) TC/STC holder’s or Operating Organisation’s/CAMO’s instructions or the Aircraft Maintenance Programme which itself may cross-refer to maintenance data.

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.

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

AMC2 145.A.50(d) - Certification of maintenance

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

NOT APPLICABLE

AMC1 145.A.50(d) - Certification of maintenance

The purpose of the CRS is to release assemblies/items/components/parts (hereafter referred to as ‘item(s)’) after maintenance and to release maintenance work carried out on such items under the approval of a MAA and to allow items removed from one aircraft/aircraft component to be fitted to another aircraft/aircraft component.

The CRS is to be used for export/import purposes, the transfer of items between authorities as well as for domestic purposes, and serves as an official certificate for items from the manufacturer/AMO to users.

It can only be issued by AMOs within the scope of their approval.

NOT APPLICABLE

A CRS should not be issued for any item when it is known that the item is unserviceable except in the case of an item undergoing a series of maintenance processes at several AMOs and the item needs a certificate for the previous maintenance process carried out for the next AMO to accept the item for subsequent maintenance processes. In such a case, a clear statement of limitation should be endorsed in Block 12 of DASR Form 1—Authorised Release Certificate, (or equivalent).

AMC 145.A.50(e) - Certification of maintenance

Being unable to establish full compliance with sub-paragraph DASR 145.A.50(a) means that the maintenance required by the CAMO 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.

The CAMO is responsible for ensuring that all required maintenance has been carried out before flight and therefore DASR 145.A.50(e) requires the CAMO to be informed in the case where full compliance with DASR 145.A.50(a) cannot be achieved. If the CAMO agrees to the deferment of full compliance, then the ‘CRS for aircraft’ may be issued subject to details of the deferment, including the CAMO’s authority, being endorsed on the certificate.

NOTE: Whether or not the CAMO does have the authority to defer maintenance is an issue between the CAMO and the MAA. In case of doubt concerning such a decision of the CAMO, the AMO should inform its MAA on such doubt, before issuing the CRS. This should allow the MAA to investigate the matter as appropriate.

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

AMC 145.A.50(f) - Certification of maintenance

‘Appropriate release certificate’ means a certificate which clearly states that the aircraft component is serviceable and clearly specifies the AMO releasing this component together with details of the authority under whose approval the AMO works including the approval or authorisation reference.

‘Compliance with all other technical and operational requirements’ means making an appropriate entry in the aircraft technical log, checking for compliance with type design standards, modifications, repairs, ADs, life limitations and condition of the aircraft component plus information on where, when and why the aircraft was grounded.

AMC 145.A.55(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, Illustrated Parts Catalogue etc. issued by the (Military) TC/ STC holder. Maintenance records should refer to the revision status of the data used.

AMC 145.A.60(b) - Occurrence reporting

The aim of occurrence reporting is to identify the factors contributing to incidents and to make the system resistant to similar errors.

An occurrence reporting system should enable and encourage free and frank reporting of any (potentially) safety related occurrence. This should be facilitated by the establishment of a “just culture”. A maintenance organisation should ensure that personnel are not inappropriately punished for reporting or co-operating with occurrence investigations.

The internal reporting process should be closed-loop, ensuring that actions are taken internally to address safety hazards.

Feedback to reportees, both on an individual and more general basis, is important to ensure their continued support for the scheme.

AMC 145.A.65(a) - Safety and quality policy, maintenance procedures, quality system and safety management system

The safety and quality policy should as a minimum include a statement committing the maintenance organisation to:

Recognise safety as a prime consideration at all times;

Apply Human factors principles;

Encourage personnel to report maintenance related errors/incidents;

Recognise that compliance with procedures, quality standards, safety standards and regulations is the duty of all personnel;

Recognise the need for all personnel to cooperate with the quality auditors;

Ensure that safety standards are not reduced by commercial / operational imperatives;

Train all maintenance organisation staff to be aware of human factors and set a continuous training programme in this field. 

AMC 145.A.65(b) - Safety and quality policy, maintenance procedures, quality system and safety mangement system

Maintenance procedures should be held current such that they reflect best practice within the maintenance organisation. It is the responsibility of all the maintenance organisation’s personnel to report any differences via their maintenance organisation’s internal occurrence reporting mechanisms.

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

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

AMC 145.A.65(b)(2) - Safety and quality policy, maintenance procedures, quality system and safety mangement system

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

AMC 145.A.65(b)(3) - Safety and quality policy, maintenance procedures, quality system and safety management system

See DASR GM 145.A.65(b)(3)

Procedures should be established to detect and rectify maintenance errors that could, as minimum, result in a failure, malfunction, or defect endangering the safe operation of the aircraft if not performed properly (‘Safety-Critical’ tasks). These procedures should identify the method for capturing errors, and the maintenance tasks or processes concerned. In order to determine the work items to be considered, the following maintenance tasks should primarily be reviewed to assess their impact on safety:

Installation, rigging and adjustments of flight controls;

Installation of aircraft engines, propellers and rotors;

Overhaul, calibration or rigging of components such as engines, propellers, transmissions and gearboxes;

Installation and maintenance carried out on ejection seats

but additional information should also be processed, such as:

Previous experiences of maintenance errors, depending on the consequence of the failure;

Information arising from the ‘occurrence reporting system’ required by DASR 145.A.60;

MAA requirements for error capturing, if applicable.

In order to prevent omissions, every maintenance task or group of tasks should be signed-off. To ensure the task or group of tasks is completed, it should only be signed-off after completion. Work by unauthorised personnel (i.e. temporary staff, trainee,..) should be checked by authorised personnel before they sign-off. The grouping of tasks for the purpose of signing-off should allow critical steps to be clearly identified.

Note: A “sign-off” is a statement by the competent person performing or supervising the work, that the task or group of tasks has been correctly performed. A sign-off relates to one step in the maintenance process and is therefore different to the release to service of the aircraft. “Authorised personnel” means personnel formally authorised by the maintenance organisation to sign-off tasks. “Authorised personnel” are not necessarily “certifying staff”.

The maintenance organisation should ensure that when carrying out a modification, repair or maintenance, CDCCL (if applicable) are not compromised; this should require the development of appropriate procedures where necessary by the maintenance organisation. The maintenance organisation should pay particular attention to possible adverse effects of any wiring change to the aircraft, even a change not specifically associated with the fuel tank system. For example, it should be common practice to identify segregation of fuel gauging system wiring as a CDCCL (if applicable).

Maintenance organisations can prevent adverse effects associated with wiring changes by standardising maintenance practices through training, rather than by periodic inspection. Training should be provided to prevent indiscriminate routing and splicing of wires and to provide comprehensive knowledge of critical design features of fuel tank systems that would be controlled by a CDCCL (if applicable). AMC is provided for training to maintenance organisation personnel in Appendix IV to AMC DASR 145.A.30(e). 

AMC 145.A.65(c)(1) - Safety and quality policy, maintenance procedures, quality system and safety management system

The primary objectives of the quality system are to enable the maintenance organisation to ensure that it can deliver a safe product and that the maintenance organisation remains in compliance with the requirements.

An essential element of the quality system is the independent audit.

The independent audit is an objective process of routine sample checks of all aspects of the maintenance organisation’s ability to carry out all maintenance to the required standards and includes some product sampling as this is the end result of the maintenance process. It represents an objective overview of the complete maintenance related activities and is intended to complement the DASR 145.A.50(a) requirement for certifying staff to be satisfied that all required maintenance has been properly carried out before issue of the CRS for aircraft and components. Independent audits should include a percentage of random audits carried out on a sample basis when maintenance is being carried out. This means some audits during the night for those maintenance organisations that work at night, and some audits while in an operational environment (if appropriate).

Except as specified in sub-paragraph 9, the independent audit should ensure that all aspects of DASR 145 compliance are checked every 12 months and may be carried out as a complete single exercise or subdivided over the 12 month period in accordance with a scheduled plan. The independent audit does not require each procedure to be checked against each product line when it can be shown that the particular procedure is common to more than one product line and the procedure has been checked every 12 months 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 12 monthly for the particular procedure.

The independent audit should sample check one product on each product line every 12 months as a demonstration of the effectiveness of maintenance procedures compliance. It is recommended that procedures and product audits be combined by selecting a specific product example, such as an aircraft or engine or instrument and sample checking all the procedures and requirements associated with the specific product example to ensure that the end result should be an airworthy product.

For the purpose of the independent audit, a product line includes any product under a DASR 145 Appendix II approval class rating as specified in the approval schedule issued to the particular AMO.

It therefore follows for example that a maintenance organisation approved under DASR 145 with a capability to maintain aircraft, repair engines, brakes and autopilots would need to carry out four complete audit sample checks each year except as specified otherwise in subparagraphs 5 or 9.

The sample check of a product means to witness any relevant testing and visually inspect the product and associated documentation. The sample check should not involve repeat disassembly or testing unless the sample check identifies findings requiring such action.

NOT APPLICABLE

Except as specified otherwise in subparagraph 9, where the maintenance organisation has line stations (such as but not limited to “out of area” locations, embarked operations if appropriate) listed as per DASR 145.A.75(d) the quality system should describe how these are integrated into the system and include a plan to audit each listed line station at a frequency consistent with the extent of flight and maintenance activity at the particular line station. Except as specified otherwise in subparagraph 9 the maximum period between audits of a particular line station should not exceed 24 months.

Except as specified otherwise in sub-paragraph 5, the MAA may agree to increase any of the audit time periods specified in DASR AMC 145.A.65(c)(1) by up to 100% provided that there are no safety related findings and subject to being satisfied that the maintenance organisation has a good record of rectifying findings in a timely manner.

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.

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.

It therefore follows that a large maintenance organisation, being a maintenance organisation with more than about 500 maintenance staff should have a dedicated quality audit group whose sole function is to conduct audits, raise finding reports and follow up to check that findings are being rectified.

For the medium sized maintenance organisation, being a maintenance organisation with less than about 500 maintenance staff, it is acceptable to use competent personnel from one section/department not responsible for the maintenance function, procedure or product to audit the section/department that is responsible subject to the overall planning and implementation being under the control of the quality manager.

Maintenance organisations with a maximum of 10 maintenance staff actively engaged in carrying out maintenance may contract or delegate the independent audit element of the quality system to another organisation or a qualified and competent person, in both cases approved by the MAA. 

AMC 145.A.65(c)(2) - Safety and quality policy, maintenance procedures, quality system and safety management system

An essential element of the quality system is the quality feedback system.

The quality feedback system should not be contracted to outside persons. The principal function of the quality feedback system is to ensure that all findings resulting from the independent quality audits of the maintenance organisation are properly investigated and corrected in a timely manner and to enable the Accountable Manager to be kept informed of any safety issues and the extent of compliance with DASR 145.

The independent quality audit reports referenced in DASR AMC 145.A.65(c)(1) subparagraph 10 should be sent to the relevant department(s) for rectification action giving target rectification dates. Rectification dates should be discussed with such department(s) before the quality department or nominated quality auditor confirms such dates in the report. The relevant department(s) are required by DASR 145.A.65(c)(2) to rectify findings and inform the quality department or nominated quality auditor of such rectification.

The Accountable Manager should hold regular meetings with staff to check progress on rectification except that in the large maintenance 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 noncompliance.

All records pertaining to the independent quality audit and the quality feedback system should be retained for at least two years after the date of clearance of the finding(s) to which they refer or for such periods as to support changes to the DASR AMC 145.A.65(c)(1) sub-paragraph 9 audit time periods, whichever is the longer.

AMC 145.A.70(a) - Maintenance Organisation Exposition

The information specified in DASR 145.A.70(a) subparagraphs (6) and (12) to (16) inclusive, whilst a part of the MOE, may be kept as separate documents or on separate electronic data files subject to the management part of this MOE containing a clear cross-reference to such documents or electronic data files

The MOE should contain the information, as applicable, specified in this AMC and in the Appendix V to AMC 145.A.70(a). The information may be presented in any subject order as long as all applicable subjects are covered. The MOE should contain a cross-reference list with an explanation as to where each DASR 145 Section A requirement is addressed in the MOE.

The MOE should contain information, as applicable, on how the maintenance organisation complies with CDCCL instructions (if applicable).

NOT APPLICABLE.

The maintenance organisation may use electronic data processing (EDP) for publication of the MOE. The MOE should be made available to the approving MAA in a form acceptable to the MAA. Attention should be paid to the compatibility of EDP publication systems with the necessary dissemination of the MOE, both internally and externally.

The following information should be included in the MOE:

PART 0 GENERAL ORGANISATION

0.1 List of effective pages

0.2 List of issues / amendments / record of revisions

0.3 Distribution list

0.4 DASR 145 requirements cross-reference list

0.5 General information

PART 1 MANAGEMENT

1.1 Corporate commitment by the Accountable Manager

1.2 Safety and quality policy

1.3 Management personnel

1.4 Duties and responsibilities of management personnel

1.5 Management Organisational chart

1.6 List of certifying staff and support staff

1.7 Manpower resources

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

1.9 Organisations intended scope of work

1.10 Notification procedure to the MAA regarding changes to the maintenance organisations activities / approvals / locations / personnel

1.11 MOE amendment procedures including, if applicable, delegated procedures

PART 2 MAINTENANCE PROCEDURES

2.1 Supplier evaluation and contract tasking / control procedure

2.2 Acceptance / inspection of aircraft components and material

2.3 Storage, tagging and release of aircraft components and material to aircraft maintenance

2.4 Acceptance of tools and equipment

2.5 Calibration of tools and equipment

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

2.7 Cleanliness standards of maintenance facilities

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

2.9 Repair procedures

2.10 Aircraft maintenance programme compliance

2.11 Airworthiness directives procedure

2.12 Optional modification procedure

2.13 Maintenance documentation in use and completion of same

2.14 Technical records control

2.15 Rectification of defects arising during base maintenance

2.16 Release to Service procedure

2.17 Records for the CAMO

2.18 Reporting of defects

2.19 Return of defective aircraft components to store

2.20 Management of defective components with outside contractors / organisations

2.21 Control of computer maintenance records system

2.22 Control of person-hour planning versus scheduled maintenance work

2.23 Control of critical maintence tasks

2.24 Reference to specific maintenance procedures

2.25 Procedures to detect and rectify maintenance errors

2.26 Shift / task handover procedures

2.27 Procedures for notification of maintenance data inaccuracies and ambiguities, to the author of the maintenance data

2.28 Maintenance planning procedures

PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

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

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

L2.3 Line maintenance control of defects and repetitive defects

L2.4 Line procedure for completion of technical log

L2.5 Line procedure for pooled parts and loan parts

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

L2.7 Line procedure control of critical maintenance tasks

PART 3 QUALITY SYSTEM PROCEDURES

3.A Safety Management Systems (SMS) (AUS)

3.1 Quality audit of maintenance organisation procedures

3.2 Quality audit of aircraft and / or components

3.3 Quality audit remedial action procedure

3.4 Certifying staff and support staff - qualification and training

3.5 Certifying staff and support staff records

3.6 Procedures for qualifying of quality audit personnel

3.7 Procedures for qualifying of inspectors

3.8 Procedures for qualifying of maintenance personnel

3.9 Aircraft or aircraft component maintenance tasks deviation process control

3.10 Concession control for deviation from the maintenance organisations’ procedures

3.11 Qualification procedure for specialised activities such as NDT, welding, etc

3.12 Control of manufacturers’ and other maintenance working teams

3.13 Human factors training procedure

3.14 Competence assessment of personnel

3.15 Training procedures for On-the-Job Training as per Section 6 of Appendix III to DASR 66

3.16 Procedure for the issue of a recommendation to the MAA for the issue of a DASR 66 licence.

PART 4

This section is reserved for describing the procedures, paperwork and records associated with the CAMOs that place tasks on the maintenance organisation.

4.1 Contracting / tasking CAMO

4.2 CAMO procedures and paperwork

4.3 CAMO record completion

PART 5

5.A Compliance Matrix (AUS)

5.1 Sample of documents

5.2 List of contractors / tasked maintenance organisations as per DASR 145.A.75(b)

5.3 List of Line maintenance locations as per DASR 145.A.75(d)

5.4 List of contracted / tasked maintenance organisations as per DASR 145.A.70(a)(16)

PART 6 OPERATING ORGANISATION'S MAINTENANCE PROCEDURES

This section is reserved for those maintenance organisations who are also part of Operating Organisations.

AMC 145.A.75(b) - Privileges of the AMO

Working under the quality system of the AMO refers to the case of one maintenance organisation, not itself appropriately approved to DASR 145 that carries out aircraft line maintenance or minor engine maintenance or maintenance of other aircraft components or a specialised service as a contractor/tasked maintenance organisation for a maintenance organisation appropriately approved under DASR 145. To be appropriately approved to contract/task with a non-approved maintenance organisation, the AMO should have a procedure for the control of such contractors/tasked maintenance organisations as described below.

Maintenance of engines or engine modules other than a complete workshop maintenance check or overhaul is intended to mean any maintenance that can be carried out without disassembly of the core engine or, in the case of modular engines, without disassembly of any core module.

Fundamentals of contracting/tasking a non-approved maintenance organisation under DASR 145.

3.1 The fundamental reasons for allowing an AMO to contract/task a non-approved maintenance organisation certain maintenance tasks are:

To permit the acceptance of specialised maintenance services, such as, but not limited to, plating, heat treatment, plasma spray, fabrication of specified parts for minor repairs / modifications, etc., without the need for direct approval by the MAA in such cases.

To permit the acceptance of aircraft maintenance up to but not including a base maintenance check as specified in DASR 145.A.75(b) by maintenance organisations not appropriately approved under DASR 145 when it is unrealistic to expect direct approval by the MAA. The MAA should determine when it is unrealistic but in general it is considered unrealistic if only one or two AMOs intend to use the contracted/tasked maintenance organisation.

To permit the acceptance of component maintenance.

To permit the acceptance of engine maintenance up to but not including a workshop maintenance check or overhaul of an engine or engine module as specified in DASR 145.A.75(b) by maintenance organisations not appropriately approved under DASR 145 when it is unrealistic to expect direct approval by the MAA. The determination of unrealistic is as per sub-paragraph (b).

3.2 When maintenance is carried out under the ‘contract/task with a non-approved maintenance organisation’ control system it means that for the duration of such maintenance, the DASR 145 approval has been temporarily extended to include the non-approved contractor/tasked maintenance organisation. Consequently those parts of the non-approved contractor`s/tasked maintenance organisation’s facilities, personnel and procedures involved with the AMO’s products undergoing maintenance should meet DASR 145 requirements for the duration of that maintenance and it remains the AMO’s responsibility to ensure such requirements are satisfied.

3.3 For the criteria specified in subparagraph 3.1, the AMO is not required to have complete facilities for maintenance that it needs to contract/task. Nevertheless, it should have its own expertise to determine that the non-approved contractor/tasked maintenance organisation meets the necessary standards. However, a maintenance organisation cannot be approved unless it has the in-house facilities, procedures and expertise to carry out the majority of maintenance for which it wishes to be approved in terms of the number of class ratings.

3.4 The AMO may find it necessary to include several specialist non-approved contractors/tasked maintenance organisations to enable it to be approved to completely certify the release to service of a particular product. Examples could be specialist welding, electro-plating, painting etc. To authorise the use of such non-approved contractors/tasked maintenance organisations, the MAA should be satisfied that the AMO has the necessary expertise and procedures to control such non-approved contractors/tasked maintenance organisations.

3.5 An AMO working outside the scope of its approval schedule is deemed to be not approved for this work. Such an AMO should in this circumstance operate only under the contracted/tasked control of another AMO.

3.6 Authorisation to contract/task non-approved maintenance organisations is indicated by the MAA accepting the MOE containing a specific procedure on the control of non-approved contractors/tasked maintenance organisations.

Principal DASR 145 procedures for the control of contractors/tasked maintenance organisations not approved under DASR 145.

4.1 A pre-audit procedure should be established whereby the AMO's ‘contract/task a non-approved maintenance organisation’ control section, which may also be the DASR 145.A.65(c) quality system independent audit section, should audit a prospective non-approved contractor/tasked maintenance organisation to determine whether those services of the non-approved contractor/tasked maintenance organisation that it wishes to use meet the intent of DASR 145.

4.2 The AMO should assess to what extent it will use the non-approved contractor`s/tasked maintenance organisation’s facilities. As a general rule the AMO should require its own paperwork, approved data and material/spare parts to be used, but it could permit the use of tools, equipment and personnel from the non-approved contractor/tasked maintenance organisation as long as such tools, equipment and personnel meet the requirements of DASR 145. In the case of non-approved contractors/tasked maintenance organisations who provide specialised services it may, for practical reasons, be necessary to use their specialised services personnel, approved data and material subject to acceptance by the AMO.

4.3 Unless the contracted/tasked maintenance work can be fully inspected on receipt by the AMO, the AMO should supervise the inspection and release from the non-approved contractor/tasked maintenance organisation. Such activities should be fully described in the MOE. The AMO should consider whether to use its own staff or authorise the non-approved contractor’s/tasked maintenance organisation’s staff.

4.4 The CRS for components may be issued either at the non-approved contractor/tasked maintenance organisation or at the AMO facility by staff holding a certification authorisation in accordance with DASR 145.A.30, as appropriate. Such staff would normally come from the AMO but may otherwise be a person from the non-approved contractor/tasked maintenance organisation who meets the AMO certifying staff standard which itself is approved by the MAA via the MOE. The CRS for components and/or the DASR Form 1 should always be issued under the AMO approval reference.

4.5 The ‘contract/task a non-approved maintenance organisation’ control procedure should record audits of the non-approved contractor/tasked maintenance organisation, to have a corrective action follow-up plan and to know when non-approved contractors/tasked maintenance organisations are being used. The procedure should include a clear revocation process for non-approved contractors/tasked maintenance organisations who do not meet the AMO’s requirements.

4.6 The AMO's quality audit staff should audit the ‘non-approved maintenance organisation contract/tasking control section’ and sample audit non-approved contractors/tasked maintenance organisations unless this task is already carried out by the quality audit staff as stated in subparagraph 4.1.

4.7 The contract between the AMO and the non-approved contractor/tasked maintenance organisation should contain a provision for the MAA or a qualified entity acting on behalf of the MAA to have right of access to the non-approved contractor/tasked maintenance organisation.

AMC 145.A.80 - Limitations on the AMO

This paragraph is intended to cover the situation where an AMO may temporarily not hold all the necessary tools, equipment etc., for an aircraft type or variant specified in the AMO’s approval. This paragraph means that the MAA need not amend the approval to delete the aircraft type or variants on the basis that it is a temporary situation and there is a commitment from the AMO to re-acquire tools, equipment etc. before maintenance on the type may recommence.

AMC 145.A.85(a) - Changes to the AMO (AUS)

The AMO should notify the MAA of any changes using DASR Form 2.