DASR M - Continuing Airworthiness Management

AMC M.A.201(d) - Responsibilities

‘Qualified person’ in this context means an individual who has received appropriate training for the relevant pre-flight inspection tasks to a standard as described in DASR AMC M.A.301(a)(1) subparagraph 3.

AMC M.A.201(g) - Responsibilities (AUS)

AMC M.A.201(h) - Responsibilities

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

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

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

The CAMO should therefore have adequate knowledge of the design status (type design data, Airworthiness Directives (AD), airworthiness limitations from the certification programme, fuel tank system airworthiness limitations including Critical Design Configuration Control Limitations (CDCCL), modifications, repairs, operational equipment and, required and performed maintenance).

The CAMO should ensure adequate co-ordination between flight operations and maintenance to ensure that both will receive all information on the condition of the aircraft necessary to enable both to perform their tasks.

The requirement does not mean that an Operating Organisation itself performs the maintenance (this is to be done by a DASR 145 Approved Maintenance Organisation (AMO)) but that the Operating Organisation carries the responsibility for the airworthy condition of aircraft it operates and thus should be satisfied before the intended flight that all required maintenance has been properly carried out.

When an Operating Organisation is not appropriately approved in accordance with DASR 145, the CAMO should provide a clear work order to the DASR 145 AMO. The fact that an Operating Organisation has contracted / tasked an DASR 145 AMO should not prevent it (or the organisation it contracts / tasks to manage the continuing airworthiness of the aircraft it operates) from checking at the maintenance facilities on any aspect of the tasked work if it wishes to do so to satisfy its responsibility for the airworthiness of the aircraft.

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

NOT APPLICABLE.

When the Operating Organisation itself is approved in accordance with DASR M.A. Subpart G, the approval does not prevent the Operating Organisation contracting/tasking certain continuing airworthiness management tasks to competent organisations. This activity is considered as an integral element of the Operating Organisation’s DASR M.A. Subpart G approval. The regulatory monitoring is exercised through the Operating Organisation’s DASR M.A. Subpart G approval. The continuing airworthiness elements of the contracts/tasking documents should be acceptable to the Military Aviation Authority (MAA).

The accomplishment of continuing airworthiness activities forms an important part of the Operating Organisation’s responsibility with the Operating Organisation remaining accountable for satisfactory completion irrespective of any contract/tasking that may be established.

NOT APPLICABLE.

The Operating Organisation is ultimately responsible and therefore accountable for the airworthiness of its aircraft. To exercise this responsibility the Operating Organisation should be satisfied that the actions taken by contracted/tasked organisations meet the standards required by DASR M.A. Subpart G. The Operating Organisation’s management of such activities should therefore be accomplished by:

active control through direct involvement; and/or

endorsing the recommendations made by the contracted/tasked organisation.

In order for the Operating Organisation to retain ultimate responsibility, the CAMO should limit contracted/tasked activities to those specified below:

Airworthiness Directive analysis and planning;

Service Bulletin analysis;

planning of maintenance;

reliability monitoring, engine health monitoring and other forms of health monitoring as agreed by the MAA;

AMP development and amendments;

any other activities which do not limit the Operating Organisation’s responsibilities as agreed by the MAA.

The Operating Organisation’s management controls associated with contracted/tasked continuing airworthiness management activities should be reflected in the associated written contract/tasking and be in accordance with the Operating Organisation’s policy and procedures defined in their Continuing Airworthiness Management Exposition (CAME). When such tasks are contracted/tasked the Operating Organisation’s continuing airworthiness management system is considered to be extended to the contracted/tasked organisation.

With the exception of engines and auxiliary power units, contracts/tasking should normally be limited to one organisation per aircraft type for any combination of the activities described in Appendix II to DASR AMC M.A.201(h)1. Where arrangements are made with more than one organisation the Operating Organisation should demonstrate that adequate co-ordination controls are in place and that the individual responsibilities are clearly defined in related contracts/tasking.

Contracts/taskings should not authorise the contracted/tasked organisation to further contract/task to other organisations elements of the continuing airworthiness management tasks.

The CAMO should ensure that any findings arising from the MAA monitoring of the contracted/tasked continuing airworthiness management activities will be closed to the satisfaction of the MAA. This provision should be included in the contract/tasking.

The contracted/tasked organisation should agree to notify the CAMO of any changes affecting the contract/tasking as soon as practicable. The CAMO should then inform the MAA. Failure to do so may invalidate the MAA acceptance of the continuing airworthiness management elements of the contract.

Appendix II to DASR AMC M.A.201(h)1 provides information on the contracting/tasking of continuing airworthiness management activities.

The CAMO should only contract to organisations which are specified by the MAA on the DASR Form 14 or detailed in the CAME and approved by the MAA.

AMC M.A.201(k) - Responsibilities

When an Operating Organisation contracts/tasks an DASR M.A. Subpart G CAMO in accordance with DASR M.A.201(k) to carry out continuing airworthiness management tasks, a copy of the arrangement should be sent by the Operating Organisation to the MAA once it has been signed by both parties. The contracted/tasked organisation is considered to perform the continuing airworthiness management tasks as an integral part of the Operating Organisation’s continuing airworthiness system.

The arrangement should be developed taking into account the requirements of DASR M and should define the obligations of the signatories in relation to the management of the continuing airworthiness of the aircraft.

The arrangement should contain as a minimum the:

aircraft registration(s); and

aircraft type/model/series; and

aircraft serial number(s); and

aircraft Operating Organisation including the address; and

DASR M.A. Subpart G CAMO details including the address.

The arrangement should state the following:

'The Operating Organisation entrusts to the CAMO the management of the continuing airworthiness of the aircraft, the development of an Aircraft Maintenance Programme that shall be approved by the MAA (if applicable), and the organisation of the maintenance of the aircraft according to the Aircraft Maintenance Programme in an DASR 145 Approved Maintenance Organisation.

According to the present arrangement, both signatories undertake to follow the respective obligations of this arrangement.

The Operating Organisation certifies, to the best of their belief that all the information given to the CAMO concerning the continuing airworthiness of the aircraft is and will be accurate and that the aircraft will not be altered without prior approval of the CAMO.

In case of any non-conformity with this arrangement, by either of the signatories, it will become invalid. In such a case, the Operating Organisation will retain full responsibility for every task linked to the continuing airworthiness of the aircraft and the Operating Organisation shall inform the MAA 'as soon as possible'.

When an Operating Organisation contracts a CAMO in accordance with DASR M.A.201(k) the minimum obligations of each party should be shared as follows:

5.1 Obligations of the CAMO:

1. have the aircraft type(s) in the scope of its approval;

2. respect the conditions to maintain the continuing airworthiness of the aircraft in accordance with DASR M.A.708;

3. NOT APPLICABLE;

4. NOT APPLICABLE;

5. inform the MAA whenever the aircraft is not presented to the DASR 145 AMO(s) by the Operating Organisation as requested by the CAMO;

6. inform the MAA whenever the present arrangement has not been respected;

7. if applicable, carry out the airworthiness review of the aircraft when necessary and issue the Military Airworthiness Review Certificate (MARC) or the recommendation to the MAA;

8. send within 10 days a copy of any MARC issued or extended, to the MAA;

9. carry out all applicable mandated occurrence reporting;

10. inform the MAA whenever the present arrangement is terminated by either party.

5.2.  Obligations of the Operating Organisation:

1. have a general understanding of the approved maintenance programme;

2. have a general understanding of this DASR M;

3. present the aircraft to the DASR 145 AMO agreed with the CAMO at the due time designated by the CAMO’s request;

4. not modify the aircraft without first consulting the CAMO;

5. inform the CAMO of all maintenance exceptionally carried out without the knowledge and control of the CAMO;

6. report to the CAMO through the aircraft technical log all defects found during operations;

7. inform the MAA whenever the present arrangement is denounced by either party;

8. inform the MAA and the CAMO whenever the aircraft is no longer operated by the Operating Organisation;

9. carry out all applicable mandated occurrence reporting;

10. inform on a regular basis the CAMO about the aircraft flying hours and any other utilisation data, as agreed with the CAMO;

11. NOT APPLICABLE;

12. NOT APPLICABLE.

The contracted / tasked CAMO should be approved in accordance with DASR M.A. Subpart G. However, this approval does not prevent the CAMO contracting / tasking certain continuing airworthiness management tasks to other competent organisations. This activity is considered as an integral element of the CAMO’s DASR M.A. Subpart G approval. The regulatory monitoring is exercised through the CAMO’s DASR M.A. Subpart G approval. The contracts / tasks should be acceptable to the MAA. Contracts / taskings should not authorise the contracted/tasked organisation to further contract / task to other organisations elements of the continuing airworthiness management tasks. Appendix II to DASR AMC M.A.201(h)1 provides information on the contracting / tasking of continuing airworthiness management. 

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

AMC M.A.202(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 CAMO 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 M.A.202(c) - Occurrence reporting

Occurrence reporting should be in a form and manner as defined by the MAA, taking into account any confidential/classified information as defined in the CAME.

The reports may be transmitted by any method, ie electronically, by post or by facsimile. Urgent unsafe conditions should be reported verbally, i.e. via telephone in the first instance, all reporting should be followed by a written report, as time permits.

The following formats are preferred:

Form 44 – Technical Occurrence Report, as established by the MAA, or

other reporting systems as defined in the DASR M CAME.

AMC M.A.301(a)(1) - Continuing airworthiness tasks

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

a walk-around type inspection of the aircraft, its emergency equipment and any stores/weapons carried for condition including, in particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required equipment, including emergency equipment, should be established and the security of attachment of any stores/weapons carried should be checked; 

an inspection of the aircraft continuing airworthiness record system or the aircraft technical log as applicable to ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required maintenance action shown in the maintenance statement is overdue or will become due during the flight;

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

a control that all doors are securely fastened;

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

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

removal of safety/arming pins if applicable.

Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the pre-flight inspection. The related pre-flight inspection instructions should address the procedures to be taken to determine whether the necessary fluid uplift or tyre inflation results from an abnormal consumption/excessive leakage, thereby possibly requiring additional maintenance action by the AMO or certifying staff as appropriate.

Operating Organisations should publish guidance to maintenance, flight and any other personnel performing pre-flight inspection tasks, as appropriate, defining their responsibilities for these actions. It should be demonstrated to the MAA that pre-flight inspection personnel have received appropriate training for the relevant pre-flight inspection tasks. If a component of the pre-flight inspection is accomplished by the DASR 145 AMO, it should be incorporated into the AMP. The training standard for personnel performing the pre-flight inspection should be described in the CAME.

AMC M.A.301(a)(2) - Continuing airworthiness tasks

The CAMO should have a system to ensure that all defects affecting the safe operation of the aircraft are rectified within the limits prescribed by credible data as described at DASR GM M.A.301(a)(2) and includes the approved Minimum Equipment List (MEL) or Configuration Deviation List (CDL) or national equivalents. Such defect rectification cannot be postponed / deferred unless agreed by the CAMO and in accordance with a procedure approved by the MAA.

A system of assessment should be established to support the continuing airworthiness of the aircraft and to provide a continuous analysis of the effectiveness of the CAMO's defect control system in use.

The system should provide for:

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

repetitive incidents and defects: monitor on a continuous basis defects occurring in flight and defects found during maintenance, highlighting any that are repetitive.

deferred defects: Monitor on a continuous basis deferred defects, including defects deferred by a Command Clearance. Deferred defects are defined as those defects reported in operational service or arising during maintenance which are deferred for rectification at a later maintenance input.

unscheduled removals and system performance: analyse unscheduled component removals and the performance of aircraft systems for use as part of the AMP efficiency.

When deferring a defect the cumulative effect of a number of deferred defects occurring on the same aircraft and any restrictions contained in the credible data as described at DASR GM M.A.301(a)(2), including MEL / CDL or national equivalents, should be considered. Deferred defects should be made known to the pilot / flight crew prior to their pre-flight inspection of the aircraft.

AMC M.A.301(a)(3) - Continuing airworthiness tasks

The CAMO should have a system to ensure that all aircraft maintenance checks are performed within the limits prescribed by the AMP and that, whenever a maintenance check cannot be performed within the required time limit, its postponement is allowed in accordance with a procedure agreed by the MAA.

AMC M.A.301(a)(4) - Continuing airworthiness tasks

The CAMO should have a system to analyse the effectiveness of the AMP, with regard to spares, established defects, malfunctions and damage, and to amend the AMP accordingly.

AMC M.A.301(a)5 - Continuing airworthiness tasks

Operational directives with a continuing airworthiness impact include operating rules such as Extended Twin-engine Operations (ETOPS)/Long Range Operations (LROPS), Reduced Vertical Separation Minima (RVSM), Minimum Navigation Performance Specification (MNPS), All Weather Operations (AWOPS), Area Navigation (RNAV), etc.

Any other continued airworthiness requirement made mandatory by the MAA includes (M)TC related requirements such as: Certification Maintenance Requirements (CMR), certification life limited parts, airworthiness limitations from the aircraft type-certification basis, fuel tank system airworthiness limitations including Critical Design Configuration Control Limitations (CDCCL), etc.

AMC M.A.301(a)(7) - Continuing airworthiness tasks

A CAMO managing the continuing airworthiness of the aircraft should establish and work according to a policy, which assesses non-mandatory information related to the airworthiness of the aircraft. Non-mandatory information includes Service Bulletins (or national equivalent), service letters and other information that is produced for the aircraft and its components by a design organisation accepted by the MAA, or the manufacturer or the MAA.

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

The term ’Aircraft Maintenance Programme (AMP)’ is intended to include scheduled maintenance tasks, their associated maintenance procedures and standard maintenance practices. The term “maintenance schedule” is intended to embrace the scheduled maintenance tasks alone.

The aircraft should only be maintained to one approved AMP at a given point in time. Where an Operating Organisation wishes to change from one AMP to another, a transfer check or inspection may need to be performed in order to implement the change.

The AMP details should be reviewed at least annually. As a minimum, revisions of documents affecting the AMP basis need to be considered for inclusion in the AMP during the annual review. Applicable mandatory requirements for compliance with DASR 21 should be incorporated into the AMP as soon as possible.

The AMP should contain a preface which will define the AMP contents, the inspection standards to be applied, permitted variations to task frequencies and, where applicable, any procedure to manage the evolution of established check or inspection intervals.

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

Repetitive maintenance tasks derived from modifications and repairs should be incorporated into the AMP.

* see Appendix I to DASR AMC M.A.302

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

An Operating Organisation’s AMP should normally be based upon the Maintenance Review Board (MRB) report or equivalent report where applicable, the Maintenance Planning Document (MPD), the relevant chapters of the maintenance manual or any other maintenance data containing information on scheduling. Furthermore, an Operating Organisation’s AMP should also take into account any maintenance data containing information on scheduling for components.

Instructions issued by the MAA can encompass all types of instructions from a specific task for a particular aircraft to complete recommended maintenance schedules for certain aircraft types that can be used by the CAMO directly. These instructions may be issued by the MAA in the following cases:

in the absence of specific recommendations of the (Military) Type Certificate Holder;

to provide alternative instructions to those described in the subparagraph 1 above, with the objective of providing flexibility to the Operating Organisation.

Where an aircraft type has been subjected to the MRB report process, the initial AMP should normally be based upon the MRB report.

Where an aircraft is maintained in accordance with an AMP based upon the MRB report process, any associated programme for the continuous surveillance of the reliability, or health monitoring of the aircraft should be considered as part of the AMP.

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

Some AMPs, not developed from the MRB process, utilise reliability programmes. Such reliability programmes should be considered as a part of the AMP.

Alternative and/or additional instructions to those defined in DASR M.A.302(d)1 and (2), proposed by the Operating Organisation, may include but are not limited to the following:

Extension of the interval for certain tasks based on reliability data or other supporting information. Appendix I recommends that the AMP contains the corresponding extension procedures. The extension in periodicity of these tasks is directly approved by the MAA, including ALIs (Airworthiness Limitation Items).

Reduced intervals from those proposed by the (M)TC holder as a result of the reliability data or because of a more stringent operational environment.

Additional tasks at the discretion of the Operating Organisation.

The Aircraft Structural Integrity Program (ASIP) and Propulsion System Integrity Program (PSIP) can provide the supporting information for the Operating Organisation to propose alternative and/or additional instructions. For aircraft structures and propulsion systems the ALIs will be cited in the Structural/System Integrity Management Plan (SIMP) and TCDS and should only be altered based on approved information from the (M)TC holder.

‘Field Evaluation’ data from other military Operating Organisations using the same aircraft type in a similar manner may have been used to develop an initial Aircraft Maintenance Programme. However, where an aircraft has been procured from a foreign nation, security constraints or other nationally imposed limitations may result in a lack of complete data being available to support the AMP. In these cases, the Operating Organisation should evaluate the available data and confirm that appropriate controls exist, or identify additional data that implements necessary controls, so that associated risks are either eliminated or minimised So Far As is Reasonably Practicable (SFARP).

AMC M.A.302(d)(3) - Aircraft Maintenance Programme (AUS)

Any additional instructions that identify critical maintenance tasks and the associated error capture methods to be applied should be included by the CAMO in the Aircraft Maintenance Programme (AMP). The Military Type-certificate holder through the relevant OEM may be able to provide the CAMO a list of critical maintenance tasks (in the context of error capture methods determination). If the Military Type-certificate holder is unable to provide this list, a suitable methodology for the CAMO to develop this list of critical maintenance tasks is contained within Appendix XIV to AMC M.A.302(d)(3).

In the context of Error Capture Methods determination, a “Critical Maintenance Task” means a maintenance task that involves the assembly or any disturbance of a system or any part on an aircraft, engine or propeller that, if an error occurred during its performance, could directly endanger the flight safety.

Systematically applied, procedures to capture errors on critical maintenance tasks act as barriers which prevent or detect a committed maintenance error that would conceivably result in functional loss or damage that could directly endanger flight safety. The CAMO is responsible to identify the required error capture method(s) to be applied for each critical maintenance task regardless of whether the maintenance task is performed by trained, competent and authorised maintenance personnel.

The CAMO should ensure that instructions supporting the conduct of error capturing methods are provided to the required DASR 145 organisations. DASR 145.A.48(b) and associated AMC detail how to conduct error capture methods.

The absence of CAMO published error capturing methods inspection requirements does not negate the requirement or ability for maintenance organisations to specify additional procedures. Should any of these additional procedures involve the assembly or any disturbance of a system or any part on an aircraft, engine or propeller that, if errors occurred, could result in a failure, malfunction, or defect endangering the safe operation of the aircraft, they should be considered as critical maintenance tasks and the CAMO notified to initiate error capture methods determination.

Where such requirements do not meet the strict criteria as described in Appendix XIV to AMC M.A. 302(d)(3), the maintenance organisation can implement additional training and/or supervision instead.

Appendix XIV to AMC M.A.302(d)(3)  outlines the basic requirements of an error capture methods determination process. 7001.038 provides additional detail on the error capture methods determination process. Note, the manufacturer’s instructions for continuing airworthiness should be followed when determining the need for procedures to capture errors on critical maintenance tasks.

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

A DASR 145 AMO repairing an aircraft or component should assess the damage against published approved repair data and the action to be taken if the damage is beyond the limits or outside the scope of such data. This action could involve any one or more of the following options:

·        the repair by replacement of the damaged parts;

·       requesting technical support from the (M)TC holder or a design organisation approved or accepted by the MAA;

·        MAA approval of the particular repair data.

AMC M.A.304(d) - Data for modifications and repairs (AUS)

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

AMC1 M.A.305(d)(4) - Aircraft continuing airworthiness record system (AUS)

The system and methods required to track the status of structural and propulsion system life limited critical parts, ie those subject to Airworthiness Limitations; for military aircraft, eg Fatigue Life Expended Index, Equivalent Flight Hours, Engine Cycles and Life Usage Indices; are typically more complex than those for required for civil aircraft. The continuing airworthiness records system should contain all the data required to ensure components do not exceed the underlying basis of the Airworthiness Limitation interval. The MTC holder should provide any relevant technical requirements to track the status of life limited components. The systems to calculate and manage structural and propulsion system life consumption should typically be implemented through the relevant platform Aircraft Structural Integrity Program (ASIP) and Propulsion System Integrity Program (PSIP).

AMC M.A.305(d)(4) - Aircraft continuing airworthiness record system

The term ‘service life limited components’ embraces:

components subject to a certified life limit after which the components should be retired, and

components subject to a service life limit after which the components should undergo maintenance to restore their serviceability.

The current status of service life limited aircraft components should indicate:

for components subject to a certified life limit: the component life limitation, total number of hours, accumulated cycles, calendar time or any other approved service life consumption units and the number of hours/cycles/time/units remaining before the required retirement time of the component is reached;

for components subject to a service life limit: the component service life limit, the hours, cycles, calendar time or any other approved service life consumption units since the component has been restored back to their service life and the remaining service life (hours, cycles, calendar time or any other approved service life consumption units) before the components need to undergo maintenance.

Any action that alters the components’ life limit (certified or service) or changes the parameter of the life limit (certified or service) should be recorded.

When the determination of the remaining life requires knowledge of the different types of aircraft/engine on which the component has previously been installed, the status of all service life limited aircraft components should additionally include a full installation history indicating the number of hours, cycles, calendar time or any other approved service life consumption units relevant to each installation on these different types of aircraft/engine. The indication of the type of aircraft/engine should be sufficiently detailed with regard to the required determination of remaining life.

Recommendations from the (M)TC holder on the procedures to record the remaining life should be considered.

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

For paper documentation, entries made in error should not to be erased but should be ruled through and initialled by the person making the correction. Opaque correction fluid should not be used in correcting paper records.

For electronic systems, incorrect entries should be flagged to indicate that they have been corrected, and a mechanism should be put in place to retain and easily access copies of the original, if incorrect, data.

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

When an Operating Organisation arranges for the relevant DASR 145 AMO to retain copies of the continuing airworthiness records on their behalf, the Operating Organisation will continue to be responsible for the retention of records. If they cease to be the Operating Organisation of the aircraft, they remain responsible for transferring the records to any other Operating Organisation of the aircraft.

Keeping continuing airworthiness records in a form acceptable to the MAA normally means in paper form or on a computer database or a combination of both methods. Records stored in microfilm or optical disc form are also acceptable. All records should remain readable and accessible for the duration of the storage period.

‘Readable and accessible’ means that the organisation should possess the ability to access the stored records in their original format for the duration of the specified storage period. Where the data contained in stored records is no longer compatible with changes and/or upgrades to equipment/computer/hardware/software, the organisation should put in place provisions to ensure that sufficient equipment is retained that is compatible with the storage medium, or that the records in their original format are transferred to an alternative medium.

Paper systems should use robust material, which can withstand normal handling and filing.

Computer systems should have at least one backup system, which should be updated at least within 24 hours of any maintenance. Each terminal is required to contain program safeguards against the ability of unauthorised personnel to alter the database.

Continuing airworthiness records should be stored in a safe way with regard to damage, alteration and theft. Computer backup discs, tapes etc., should be stored in a different location from that containing the current working discs, tapes, etc., and in a safe environment. Reconstruction of lost or destroyed records can be done by reference to other records which reflect the time in service, research of records maintained by repair facilities and reference to records maintained by individual mechanics, etc. When these things have been done and the record is still incomplete, the Operating Organisation may make a statement in the new record describing the loss and establishing the time in service based on the research and the best estimate of time in service. The reconstructed records should be submitted to the MAA for acceptance. The MAA may require the performance of additional maintenance if not satisfied with the reconstructed records.

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

For the purpose of this paragraph, a “component vital to flight safety” means a component that includes certified life limited parts or is subject to airworthiness limitations or a major component such as an engine, propeller, undercarriage or flight controls.

AMC M.A.306(a) - Aircraft technical log

The Operating Organisation’s aircraft technical log is a system for recording defects and malfunctions during the aircraft operation and for recording details of all maintenance carried out on an aircraft between scheduled base maintenance visits. In addition, it is used for recording flight safety and maintenance information the flight crew need to know.

Where an MAA has promulgated instructions on the format and construct of an aircraft technical log, this format should be used by all organisations and personnel engaged in the maintenance and support of military registered aircraft and airborne equipment. These instructions should provide a description of the format and use of military aviation engineering documentation, together with any associated procedures.

Cabin or mission system defects and malfunctions that affect the safe operation of the aircraft or the safety of its occupants are regarded as forming part of the aircraft technical log where recorded by another means.

The aircraft technical log may range from a simple single section document to a complex system containing many sections but in all cases it should include the information specified for the example used here:

Details of the Operating Organisation, the aircraft type and the complete international registration marks of the aircraft.

Details of when the next scheduled maintenance is due, including, if relevant any out of phase component changes due before the next maintenance check. In addition this section should contain the current certificate of release to service (CRS), for the complete aircraft, issued normally at the end of the last maintenance check.

NOTE: The flight crew do not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to the MAA.

Details of all information considered necessary to ensure continued flight safety. Such information includes:

the aircraft type and registration mark,

the date and place of take-off and landing,

the times at which the aircraft took off and landed,

the running total of flying hours, such that the hours to the next schedule maintenance can be determined. The flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to the MAA.

details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe operation of the aircraft including emergency systems, and any failure, defect or malfunctions in the cabin, galley or mission system that affect the safe operation of the aircraft or the safety of its occupants that are known to the aircraft captain. Provision should be made for the aircraft captain to date and sign such entries including, where appropriate, the nil defect state for continuity of the record. Provision should be made for a CRS following rectification of a defect or any deferred defect or maintenance check carried out. Such a certificate appearing on each page of this section should readily identify the defect(s) to which it relates or the particular maintenance check as appropriate.

It is acceptable to use an alternate abbreviated certificate of release to service consisting of the statement ‘DASR 145 release to service’ instead of the full certification statement specified in DASR AMC 145.A.50(b) paragraph 1. When the alternate abbreviated certificate of release to service is used, the introductory section of the technical log should include an example of the full certification statement from DASR AMC 145.A.50(b) paragraph 1.

the quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or combination of tanks, at the beginning and end of each flight; provision to show, in the same units of quantity, both the amount of fuel planned to be uplifted and the amount of fuel actually uplifted; provision for the time when ground de-icing and/or anti-icing was started and the type of fluid applied, including mixture ratio fluid/water and any other information required by the CAMO's procedures in order to allow the assessment on whether inspections for and/or elimination of de-icing/anti-icing fluid residues that could endanger flight safety are required.

the pre-flight inspection signature.

In addition to the above, it may be necessary to record the following supplementary information:

the time spent in particular engine power ranges where use of such engine power affects the life of the engine or engine module;

the number of landings where landings affect the life of an aircraft or aircraft component;

flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or aircraft component.

NOTE 1: Where content from paragraph (c) is of the multi-sector ‘part removable’ type, then such ‘part removable’ sections should contain all of the foregoing information where appropriate.

 NOTE 2: Content from paragraph (c) should be designed so that one copy of each page may remain on the aircraft and one copy may be retained on the ground until completion of the flight to which it relates.

NOTE 3: Content from paragraph (c) should be divided to show clearly what is required to be completed after flight and what is required to be completed in preparation for the next flight.

details of all deferred defects that affect or may affect the safe operation of the aircraft and should therefore be known to the aircraft captain. Each page of this section should be pre-printed with the Operating Organisation’s name and page serial number and make provision for recording the following:

a cross reference for each deferred defect such that the original defect can be identified in the particular paragraph (c) sector record page.

the original date of occurrence of the defect deferred.

brief details of the defect.

details of the eventual rectification carried out and its CRS or a clear cross-reference back to the document that contains details of the eventual rectification.

Details any necessary maintenance support information that the aircraft captain needs to know. Such information would include data on how to contact maintenance engineering if problems arise whilst conducting the mission etc.

AMC M.A.306(b) - Aircraft technical log

The aircraft technical log can be either a paper or computer system or any combination of both methods acceptable to the MAA.

In case of a computer system, it should contain program safeguards against the ability of unauthorised personnel to alter the database.

AMC M.A.702(a) - Application

‘On a form and in a manner established by the MAA’ means that the application should be made by using a DASR Form 2.

The DASR Form 2 is valid for the application for DASR 145 and DASR M.A. Subpart G organisations. Organisations applying for both approvals may do so using a single DASR Form 2.

AMC M.A.702(b) - Application

Draft documents should be submitted at the earliest opportunity so that MAA investigation of the application can begin. ‘Issue’ or ‘Change’ cannot be achieved until the MAA is in possession of completed documents.

This information is required to enable the MAA to conduct its investigation, to assess the volume of maintenance work necessary and the locations at which it will be accomplished.

The applicant should inform the MAA where base and scheduled line maintenance is to take place and give details of any contracted/tasked maintenance which is in addition to that provided in response to DASR M.A.201(h)2 or DASR M.A.708(c).

At the time of application, arrangements should be in place for all base and scheduled line maintenance for an appropriate period of time, as acceptable to the MAA. Further arrangements should be established in due course before the maintenance is due.

Base maintenance contracts for high-life time checks may be based on one time contracts/taskings, when the MAA considers that this is compatible with the Operating Organisation’s fleet size.

AMC M.A.702(b)(5) - Application

Additional documentation may include, but not be limited to:

contract/tasking between the CAMO and other organisations in accordance with AMC DASR M.A.201(h)1;

DASR M.A.201(k) contract/tasking between the Operating Organisation and the CAMO.

As only the technical parts of any contracts have to be acceptable to the MAA, those elements that address costs, warranty etc. are not required.

AMC M.A.704 - Continuing Airworthiness Management Exposition

The purpose of the CAME is to set forth the procedures, means and methods of the CAMO. Compliance with its contents will assure compliance with DASR M requirements.

The CAME should comprise:

Part 0 - General organisation

Part 1 - Continuing airworthiness management procedures

Part 2 - Quality system

Part 3 - Contracted/tasked maintenance

Part 4 - Airworthiness review procedures (if applicable)

Part 5 - Appendices

Where an Operating Organisation is also the DASR 145, the Exposition required by DASR 145 may form the basis of the CAME in a combined document:

DASR 145 Exposition (see equivalent paragraphs in DASR AMC 145.A.70 (a))

Part 1 - Management

Part 2 - Maintenance procedures

Part L2 - Additional line maintenance procedures

Part 3 - Quality system

Part 4 - Contracts/tasking with Operating Organisations

Part 5 - Appendices

Part 7 - (Not Applicable)

Part 8 - (Not Applicable)

Part 3 - should also cover the functions specified by DASR M.A.712 - Quality system.

Part 4 - should also cover contracted/tasked maintenance.

Additional parts should be introduced covering the following:

Part 0 - General organisation

Part 6 - Continuing airworthiness management procedures

Part 9 - Airworthiness review procedures (if applicable)

Personnel should be familiar with those parts of the CAME that are relevant to their tasks.

The CAMO should specify in the CAME who is responsible for the amendment of the document.

Unless otherwise agreed by the MAA, the person responsible for the management of the quality system should be responsible for monitoring and amending the CAME, including any associated procedures manuals, and the submission of proposed amendments to the MAA. The MAA may agree a procedure, which will be stated in the amendment control section of the CAME, defining the class of amendments which can be incorporated without the prior consent of the MAA.

The CAMO may use Electronic Data Processing (EDP) for publication of the CAME. The CAME should be made available to the 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 CAME, both internally and externally.

Part 0 "General organisation" of the CAME should include a corporate commitment by the CAMO, signed by the Accountable Manager, confirming that the CAME and any associated manuals define the organisation’s compliance with DASR M and will be complied with at all times.

The Accountable Manager’s Exposition statement should embrace the intent of the following paragraph, and this statement may be used without amendment. Any modification to the statement should not alter the intent:

"This exposition defines the organisation and procedures upon which the (MAA - * see note below) DASR M.A. Subpart G continuing airworthiness management approval is based.

These procedures are approved by the undersigned and should be complied with, as applicable, in order to ensure that all continuing airworthiness tasks of... (quote Operating Organisation’s name) fleet of aircraft and/or of all aircraft under contract/tasking in accordance with DASR M.A.201(k) with ... (quote CAMO’s name) ... are carried out on time to an approved standard.

It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published from time to time where these new or amended regulations are in conflict with these procedures.

It is understood that the (MAA*) will approve this organisation whilst the (MAA*) is satisfied that the procedures are being followed and the work standard is maintained. It is understood that the (MAA*) reserves the right to suspend, limit or revoke the DASR M.A. Subpart G continuing airworthiness management approval of the organisation, if the (MAA*) has evidence that the procedures are not followed and the standards not upheld."

Signed.................................................................

Dated..............................

Accountable Manager and............................................. (quote position)........................................................................

For and on behalf of..................................................... (quote organisation’s name).....................................................

NOTE: Where it states (MAA*), please insert the actual name of the MAA, for example DASA

Whenever the Accountable Manager changes, it is important to ensure that the new Accountable Manager signs the paragraph 9 statement at the earliest opportunity 

Failure to carry out this action could invalidate the DASR M.A. Subpart G approval.

The CAME should contain information as applicable, on how the CAMO complies with CDCCL instructions.

AMC M.A.705 - Facilities

Office accommodation should be such that the occupants, whether they be continuing airworthiness management, planning, technical records or quality staff, can carry out their designated tasks in a manner that contributes to good standards. In a smaller CAMO, the approving MAA may agree to these tasks being conducted from one office subject to being satisfied that there is sufficient space and that each task can be carried out without undue disturbance. Office accommodation should also include an adequate technical library and room for document consultation.

AMC M.A.706 - Personnel requirements

The person or group of persons should represent the continuing airworthiness management structure of the CAMO and be responsible for all continuing airworthiness functions. Dependent on the fleet activity and the organisational structure, the continuing airworthiness functions may be divided under individual managers or combined in nearly any number of ways. However, the quality system should be independent from the other functions.

The actual number of persons to be employed and their necessary qualifications is dependent upon the tasks to be performed and thus dependent on the size and complexity of the CAMO (e.g. number of aircraft and the aircraft types, complexity of the aircraft and their age, operational usage etc.) and the amount and complexity of maintenance contracting or tasking. Consequently the number of persons needed, and their qualifications, may differ greatly from one CAMO to another and a simple formula covering the whole range of possibilities is not feasible.

To enable the MAA to accept the number of persons and their qualifications, a CAMO should make an analysis of the tasks to be performed, the way in which it intends to divide and/or combine these tasks, indicate how it intends to assign responsibilities and establish the number of individuals/hours and the qualifications needed to perform the tasks. If there are any significant changes that will impact on the number of persons and their qualifications, this analysis should be updated.

The nominated person or group of persons should have:

4.1.  practical experience and expertise in the application of aviation safety standards and safe operating practices; and

4.2.  a comprehensive knowledge of:

a. relevant military operational requirements and procedures; and

b. the MAOC holder’s Operations Specifications when applicable;

c. the content of the relevant parts of the Operating Organisation’s Operations Manual (or national equivalent) when it impacts the continuing airworthiness of the aircraft operated.

4.3.  knowledge of quality systems; and

4.4.  five years of relevant experience of which at least two years should be within the aviation environment in a position considered appropriate by the MAA; and

4.5.  a relevant engineering degree or an aircraft maintenance technician qualification with additional education acceptable to the MAA. ‘Relevant engineering degree’ means an engineering degree from aeronautical, mechanical, electrical, electronic, avionic or other studies relevant to the maintenance and continuing airworthiness of aircraft/aircraft components;

The above recommendation may be replaced by 5 years of experience additional to those already recommended by paragraph 4.4 above. These 5 years should cover an appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management (engineering) and/or surveillance of such tasks.

4.6.  thorough knowledge of the CAME; and

4.7.  knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course(s). These course(s) should be at least at a level equivalent to DASR 66 Appendix III Level 1 familiarisation and could be imparted by a DASR 147 Maintenance Training Organisation (MTO), by the manufacturer, or by any other organisation accepted by the MAA;

“Relevant sample” means that these courses should cover typical systems embodied in those aircraft being within the scope of CAMO’s approval.

4.8.  knowledge of maintenance methods; and

4.9.  knowledge of applicable regulations; and

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

Nominated Deputy Management Personnel. A nominated deputy is a person who may be appointed as an alternate to the nominated person, when the incumbent nominated person is absent for a period of time. To ensure clear lines of responsibility, the nominated deputy is required to assume all responsibilities when formally appointed in the absence of the incumbent nominated person. As a result, the nominated deputy is required to satisfy the same qualification experience and knowledge requirements as the incumbent per the relevant AMC and is to be approved by the MAA. This approval can either be through the CAME or on a Form 4 depending if the nominated person’s position requires a Form 4 approval per the table below.

There can only be one person fulfilling the role of the nominated position at any single point in time. When designating a nominated deputy to fulfil the role of the nominated position, it should be clearly articulated and promulgated when the incumbent relinquishes responsibility of the position and a nominated deputy assumes responsibility as the nominated person and for what period.

Note, a deputy Accountable Manager or deputy nominated person is not intended to replace the nominated person for an indefinite period of time. This particularly applies when the Accountable Manager or a nominated person leaves the CAMO; in such a case the new nominated person is to be appointed within a reasonable period of time as agreed by the MAA.

Where a nominated position requires a Form 4 approval, and the nominated person has not nominated an alternate person to be their deputy in the regulatory intent, the nominated person may still task a person or group of persons without a Form 4 approval to fulfil the duties of the nominated person, however the nominated person retains responsibility for all functions performed.

Management Personnel Requiring a Form 4. The following table summarises when a DASR Form 4—Acceptance Of Nominated Management Personnel, is required in order for the management personnel to be approved by the MAA.

* DASR M.A.706(c) positions should be appointed by the CAMO and will be accepted by the MAA as part of the CAME approval and do not require a Form 4 approval. Form 4 applications for these personnel will only be processed if it is the intent that the person will be appointed as the CAM for a period of time in the absence of the CAM, ie a deputy CAM.

** A deputy requires a Form 4 approval when they are nominated as a deputy for a position requiring a Form 4 approval per this table.

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

Accountable Manager is normally intended to mean the Chief Executive Officer or a senior military commander of the CAMO approved under DASR M.A. Subpart G, who by virtue of position has overall (including in particular resource allocation) responsibility for running the organisation. The Accountable Manager may be the Accountable Manager for more than one organisation and is not required to be knowledgeable on technical matters as the CAME defines the continuing airworthiness 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 ‘continuing airworthiness resources’ allocation. 

AMC M.A.706(d) - Personnel requirements (AUS)

The Continuing Airworthiness Manager (CAM) and the nominated deputy require formal acceptance by the MAA which is granted through the corresponding DASR Form 4—Acceptance of Nominated Management Personnel.

The Continuing Airworthiness Manager (CAM) should have:

practical experience and expertise in the application of aviation safety standards and safe operating practices;

a comprehensive knowledge of:

relevant parts of operational requirements and procedures;

the MAOC holder’s Operations Specifications when applicable;

the need for, and content of, the relevant parts of the MAOC holder’s Operations Manual when applicable;

knowledge of quality systems;

five years relevant work experience of which at least two years should be from the aeronautical industry in an appropriate position;

a relevant engineering degree or an aircraft maintenance technician qualification with additional education acceptable to the MAA. ‘relevant engineering degree’ means an engineering degree from aeronautical, mechanical, electrical, electronic, avionic or other studies relevant to the maintenance and continuing airworthiness of aircraft/aircraft components;

The above recommendation may be replaced by five years of experience additional to those already recommended by paragraph 4 above. These five years should cover an appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management (engineering) and/or surveillance of such tasks;

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. Additionally, the Continuing Airworthiness Manager (CAM) requires Engineering Executive (EngExec) status with the Institute of Engineers Australia or an equivalent professional body recognised by the IEAust;

thorough knowledge with the organisation’s continuing airworthiness management exposition;

knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These courses should be at least at a level equivalent to General Familiarisation and could be imparted by a DASR 147 organisation, by the manufacturer, or by any other organisation accepted by the MAA.

"Relevant sample" means that these courses should cover typical systems embodied in those aircraft being within the scope of approval.

knowledge of maintenance methods;

knowledge of applicable regulations. 

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

The MAA may accept that the Continuing Airworthiness Manager referred to in paragraph (d) is also part of a DASR 145 AMO being contracted/tasked by the Operating Organisation in the case where the individual has military command and control responsibilities over both organisations (e.g. a military Commanding Officer with responsibility for both organisations on an airbase).

This paragraph only applies to contracted/tasked maintenance and therefore does not affect situations where the organisation approved under DASR 145 and the Operating Organisation are the same organisation.

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

ADDITIONAL TRAINING

Additional training in fuel tank safety as well as associated inspection standards and maintenance procedures should be required of continuing airworthiness management organisations’ technical personnel, especially the staff involved with the management of CDCCL (if applicable), Service Bulletin assessment, work planning and maintenance programme management. Further guidance is provided for training of CAMO’s continuing airworthiness personnel in Appendix IV to DASR AMC 145.A.30(e).

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.

MAINTENANCE PROGRAMME APPROVAL EMPLOYEE (MPAE)

A CAMO seeking an Aircraft Maintenance Programme privilege under DASR M.A.711(d) that includes an indirect approval process may use maintenance program approval employees to approve aircraft maintenance programs, or variations to an approved maintenance program.

If used, maintenance program approval employees should be authorised by the CAMO, in writing, to approve a maintenance program and/or variations to a maintenance program on behalf of the CAMO.

An MPAE authorisation should include the following information:

name of the employee;

an authorisation reference number and date;

the type and model of aircraft for which the authorisation is given;

the scope and the limitations of the authorisation;

the duration (if applicable) of the authorisation.

Qualifications

The maintenance program approval employee should:

hold, or have held, an aircraft maintenance licence in category B1, B2 or C; or

hold, or have held, a licence that is equivalent to a licence in category B1, B2 or C; or

have a qualification in aircraft maintenance at least at Certificate IV level; or

have a qualification in aviation maintenance management at least at diploma level; or

have an engineering qualification at least at diploma level in any of the following disciplines:

aeronautical;

avionics;

mechanical;

electrical;

electronics.

Experience

The maintenance program approval employee should have at least three years experience in the development and management of a maintenance program for aircraft that are the same, or of a similar type, as the aircraft for which the employee is authorised.

Knowledge

The maintenance program approval employee should have a comprehensive knowledge of the following:

the regulations and standards applicable to the maintenance program for the aircraft for which the employee is authorised;

maintenance requirements related to operational approvals, if applicable;

the regulations and standards applicable to aircraft reliability programs, if applicable;

regular maintenance requirements included in the instruction for continuing airworthiness for the aircraft for which the employee is authorised.

The maintenance program approval employee should have knowledge of the specifications and standards that have been used by the type certificate holder to develop regular maintenance requirements for the aircraft for which the employee is authorised.

The maintenance program approval employee should have satisfactory knowledge of the following for the aircraft for which the employee is authorised:

the aircraft’s certification basis;

an overview understanding of the aircraft’s structure and systems, including the propulsion system.

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

The approval by the MAA of the CAME, containing the list of DASR M.A.706(i) personnel, constitutes formal acceptance by the MAA and their formal authorisation by the CAMO.

Nominated airworthiness review staff who are accepted by the MAA are automatically recognised as persons with authority to extend a Military Airworthiness Review Certificate in accordance with DASR M.A.711(a)4 and DASR M.A.901(c)2.

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

Adequate initial and recurrent training should be provided and recorded to ensure continued competence.

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

Airworthiness review staff are only required if the CAMO wants to be granted DASR M.A.711 (b) airworthiness review privileges.

“experience in continuing airworthiness” means any appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management (engineering) and/or surveillance of such tasks.

A person qualified to the DASR AMC M.A.706(c) paragraph 4.5 should be considered as holding the equivalent to an aeronautical degree.

An appropriate MAML in compliance with DASR 66 is any one of the following:

a category B1 licence in the subcategory of the aircraft reviewed, or

a category B2 or C licence.

It is not necessary to satisfy the experience requirements of DASR 66.A.20(b)(2) at the time of the review.

To hold a position with appropriate responsibilities means the airworthiness review staff should have a position in the CAMO independent from the airworthiness management process or with overall authority on the airworthiness management process of complete aircraft.

Independence from the airworthiness management process may be achieved, among other ways, by:

Being authorised to perform airworthiness reviews only on aircraft for which the person has not participated in their management. For example, performing airworthiness reviews on a specific type or series, while being involved in the airworthiness management of a different type or series.

CAMOs that are part of an Operating Organisation that also has a DASR 145 approval, may nominate maintenance personnel from their DASR 145 organisation as airworthiness review staff, as long as they are not involved in the airworthiness management of the aircraft. These personnel should not have been involved in the release to service of that particular aircraft (other than maintenance tasks performed during the physical survey of the aircraft or performed as a result of findings discovered during such physical survey) to avoid possible conflict of interests.

Nominating as airworthiness review staff personnel from the Quality Department of the CAMO.

Contracting/tasking staff from another organisation.

Overall authority on the airworthiness management process of complete aircraft may be achieved, among other ways, by:

Nominating as airworthiness review staff the Accountable Manager or the Continuing Airworthiness Manager.

Being authorised to perform airworthiness reviews only on those particular aircraft for which the person is responsible for the complete continuing airworthiness management process.

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

Formal aeronautical maintenance training means training (internal or external) supported by evidence on the following subjects:

relevant parts of initial and continuing airworthiness regulations; and

relevant parts of operational requirements and procedures, if applicable; and

the CAME; and

knowledge of a 'relevant sample*' of the type(s) of aircraft gained through a formalised training course. These courses should be at least at a level equivalent to DASR 66 Appendix III Level 1 General Familiarisation and could be imparted by a DASR 147 MTO, by the manufacturer, or by any other organisation accepted by the MAA; and

'relevant sample' means that these courses should cover typical systems embodied in those aircraft being within the scope of approval.

maintenance methods.

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

The formal acceptance by the MAA of the airworthiness review staff is granted through the corresponding DASR Form 4—Acceptance Of Nominated Management Personnel.

An airworthiness review “under supervision” means under the supervision of the MAA. If the CAMO has already properly authorised airworthiness review staff, the MAA may accept that the supervision be performed by these existing airworthiness review staff in accordance with an approved procedure. In such cases, evidence of the airworthiness review performed under supervision should be provided to the MAA together with the DASR Form 4. If satisfied, the MAA will issue the formal acceptance through the DASR Form 4.

Once the airworthiness review staff have been accepted by the MAA, the inclusion of their name in the CAME (refer to DASR M.A.704(a)5) constitutes the formal authorisation by the CAMO.

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

In order to keep their authorisations valid, the airworthiness review staff should have either:

been involved in continuing airworthiness management activities for at least six months in every two year period; or

conducted at least one airworthiness review in the last twelve month period.

In order to restore the validity of the authorisation, the airworthiness review staff should conduct at a satisfactory level an airworthiness review under the supervision of the MAA or, if accepted by the MAA, under the supervision of another currently valid authorised airworthiness review staff of the CAMO in accordance with an approved procedure.

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

The minimum content of the airworthiness review staff record should be:

Name,

Rank/Grade and Service Number (if applicable),

Date of Birth,

Basic Education,

Experience,

Aeronautical Degree and/or DASR 66 qualification and/or nationally recognised maintenance personnel qualification,

Initial Training received,

Type of Training received,

Continuation Training received,

Experience in continuing airworthiness and within the organisation,

Responsibilities of current role in the organisation,

Copy of the authorisation (to include scope, date of first issue, expiry date, and identification number if applicable),

Security clearance (where applicable).

AMC M.A.708(c) - Continuing airworthiness management*

Where an Operating Organisation is not approved under DASR 145 or where an Operating Organisation’s maintenance organisation is an independent organisation, formal tasking or a contract should be agreed between the Operating Organisation/CAMO and a DASR 145 AMO which specifies, in detail the work to be performed by the DASR 145 AMO. Appendix XI to DASR AMC M.A.708(c) gives further details on the subject.

Both the specification of work and the assignment of responsibilities should be clear, unambiguous and sufficiently detailed to ensure that no misunderstanding should arise between the parties concerned (Operating Organisation, CAMO and DASR 145 AMO) that could result in a situation where work that has a bearing on the airworthiness or serviceability of an aircraft is not or will not be properly performed.

Special attention should be paid to procedures and responsibilities to ensure that all maintenance work is performed, Service Bulletins (or national equivalent) are analysed and decisions taken on their accomplishment, Airworthiness Directives are completed on time and that all work, including non-mandatory modifications, is carried out to approved data and to the latest standards.

For line maintenance, the actual layout of the line maintenance contract/tasking the IATA Standard Ground Handling Agreement may be used as a basis, but this does not preclude the MAA from ensuring that the content of the contract/tasking is acceptable to them, and especially that the contract/tasking allows the CAMO to properly exercise its maintenance responsibility. Those parts of a contract/tasking that have no bearing on the technical or operational aspects of airworthiness are outside the scope of this paragraph.

It is possible to contract/task another Operating Organisation that is not directly approved under DASR 145. In this case the CAMO’s continuing airworthiness management exposition should include appropriate procedures to ensure that all this contracted/tasked maintenance is ultimately performed on time by organisations approved under DASR 145 in accordance with the contract/tasking CAMO’s data. In particular the quality system procedures should place great emphasis on monitoring compliance with the above. The list of DASR 145 approved contract/tasking, or a reference to this list, should be included in the CAMO’s continuing airworthiness management exposition.

Such a maintenance arrangement does not absolve the Operating Organisation from its overall continuing airworthiness responsibility unless exception clause DASR M.A.201(k) is enacted. Specifically, in order to accept the maintenance arrangement, the MAA should be satisfied that such an arrangement allows the Operating Organisation to ensure full compliance with responsibilities pursuant to  DASR M.A.201—Responsibilities.

The purpose of DASR M.A.708(c) is to ensure that all maintenance is carried out by DASR 145 AMOs. This does not preclude a primary maintenance arrangement with an organisation that is not such an DASR 145 AMO, when it proves that such an arrangement is in the interest of the Operating Organisation by simplifying the management of its maintenance, and the Operating Organisation/CAMO keeps an appropriate control of it. Such an arrangement should not preclude the Operating Organisation/CAMO from ensuring that all maintenance is performed by an DASR 145 AMO and complying with the DASR M.A.201 continuing airworthiness responsibility requirements. A typical example of such an arrangement is:

The Operating Organisation may find it more appropriate to have a primary contractor that would dispatch the aircraft and/or components to appropriately approved maintenance organisations, rather than the Operating Organisation itself sending the aircraft and/or different types of components to various DASR 145 AMOs. The benefit for the Operating Organisation is that the management of maintenance is simplified by having a single point-of-contact for aircraft and/or component maintenance. The Operating Organisation remains responsible for ensuring that all maintenance is performed by DASR 145 AMOs and in accordance with the approved standard.

The Operating Organisation may wish to have a maintenance contract/tasking with another Operating Organisation of the same type of aircraft not approved under DASR 145. A typical case is that of a dry-leased aeroplane between Operating Organisations where the parties, for consistency or continuity reasons (especially for short term lease agreements), find it appropriate to keep the aeroplane under the current maintenance arrangement. Where this arrangement involves various DASR 145 approved sub-contracted/tasked organisations, it might be more manageable for the lessee Operating Organisation to have a single contract/tasking with the lessor Operating Organisation. Such an arrangement should not be understood as a transfer of responsibility to the lessor Operating Organisation: the lessee Operating Organisation, being the approved Operating Organisation of the aircraft, remains responsible for the continuing airworthiness of the aircraft in performing the DASR M.A.708 functions, and employing the DASR M.A.706—Personnel requirements, continuing airworthiness management group of persons and staff unless exception clause DASR M.A.201(k) is enacted.

An aircraft requiring unscheduled line maintenance, the contract may be in the form of individual work orders addressed to the DASR 145 maintenance organisation. The intent of this paragraph is that maintenance contract/taskings are not necessary when the CAMO’s continuing airworthiness system, as approved by the MAA, specifies that the relevant maintenance activity may be ordered through one time work orders. This includes for obvious reasons unscheduled line maintenance and may also include aeroplane component maintenance up to engines, so long as the MAA considers that the maintenance is manageable through work orders, both in term of volume and complexity. It should be noted that this paragraph implies that even where base maintenance is ordered on a case-by-case basis, there should be a written maintenance contract/tasking.

In essence, this does not alter the intent of DASR M.A.201(h) in that it also requires that the Operating Organisation has to establish formal tasking or a written maintenance contract and, whatever type of acceptable arrangement is made, the Operating Organisation/CAMO is required to exercise the same level of control on contracted or tasked maintenance, particularly through the DASR M.A.706(c) continuing airworthiness management group of persons and quality system as referred to in DASR M.A.712—Quality system and Safety Management System.

*  see Appendix XI to DASR AMC M.A.708(c)

AMC M.A.709 - Documentation

When a CAMO is contracted/tasked under DASR M.A.201(k) for the management of the continuing airworthiness of aircraft operated by the Operating Organisation and it uses maintenance data provided by the Operating Organisation, the CAMO is responsible for ensuring that this data is current. As a consequence, it should establish appropriate procedures or provisions in the contract/tasking with the Operating Organisation.

The sentence "…, except when required by DASR M.A.714", means, in particular, the need to keep a copy of the Operating Organisation’s data which was used to perform continuing airworthiness activities during the contract/tasking period.

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

A review is a check of at least the following categories of documents:

registration papers (where applicable);

DASR M.A.305 aircraft continuing airworthiness record system;

DASR M.A.306 aircraft technical log;

list of deferred defects, MEL and CDL (if applicable);

aircraft flight manual and / or any other manuals required by the MAA including aircraft configuration;

AMP;

maintenance data;

relevant work packages;

AD status;

modification and SB status (or national equivalent);

modification and repair approval sheets;

list of service life-limited components (to include list of engine and / or propeller modules where appropriate);

relevant DASR Form 1s or equivalent;

weight and balance report and installed equipment list;

aircraft, engine and propeller (M)TC Data Sheets;

if applicable, latest symmetry report.

As a minimum, sample checks within each document category should be carried out.

In the context of DASR M.A.710(a), ‘fully documented’ means that the CAMO should develop procedures for airworthiness review staff to produce a compliance report that confirms the above have been reviewed and, based on objective evidence, found to be in compliance with DASR M.

In this context, ‘objective evidence’ is physical evidence that an individual auditing the airworthiness review can inspect and evaluate for themselves. It provides compelling evidence that the review or audit was actually performed as indicated, and that the criteria in DASR M.A.710(a) were found to be in order.

AMC M.A.710(a)(1) - Airworthiness review (AUS)

Determine whether the information about the utilisation of the aircraft has been recorded properly. The records should be examined to the extent necessary to determine if the information is up to date and accurate.

AMC M.A.710(a)(3) - Airworthiness review (AUS)

Examine the records of compliance with the maintenance program to determine whether each maintenance task due to be carried out in accordance with the aircraft’s maintenance program has been carried out and properly certified.

If the record of compliance with the maintenance program is kept in a computerised system, then a report generated by the computerised system may be used to comply with this requirement; provided the report clearly shows when the maintenance was last carried out, when it is next due and highlight any overdue task. The airworthiness review staff carrying out the review should ensure that such computer generated reports include all maintenance tasks required to be carried out under the aircraft's maintenance program.

In addition to the examination of records kept the following actions should also be undertaken:

For each maintenance task that is mandatory under the aircraft’s type design approval (such as airworthiness limitation and certification maintenance requirements if available for type of fleet), documents that substantiate that the maintenance has been carried out should be examined to verify that information kept for these tasks are correct;

For all other maintenance tasks that are not mandatory under the aircraft’s type design approval, a sample of maintenance tasks should be selected and the documents that substantiate that the maintenance has been carried out should be examined to verify that information kept for these tasks is correct.

The sample should include a range of maintenance tasks carried out at various intervals. The sample size should be at least 5% (per cent) of the total number of maintenance tasks carried out or 50 maintenance tasks, whichever is lower. If discrepancies are found during the sample check, further investigation should be carried out to the extent necessary to determine the level of inaccuracy in the records kept. Each time a review is carried out, a different set of samples should be selected to ensure over time a wide range of maintenance tasks are checked.

Examples of documents that may substantiate maintenance has been carried out include:

maintenance records for maintenance carried out on the aircraft;

copies of authorised release certificates for product, parts or appliances;

log books for products such as engines and propellers; and

log cards for landing gear.

For product, parts or appliances, the document that substantiates that the maintenance has been carried out on the product, parts or appliances should relate to the product that is identified in the records kept by part number and serial number if applicable.

ERROR CAPTURING METHODS

Select a sample of critical maintenance tasks that have been carried out on the aircraft and examine the aircraft’s continuing airworthiness records to determine whether error capturing methods have been recorded on each of these maintenance tasks. The samples should relate to critical maintenance tasks carried out on the aircraft in the past 12 months. As a minimum, 5 instances of critical maintenance tasks should be selected as the sample size. However if the extent of critical maintenance tasks carried out on the aircraft in the past 12 months is not sufficient for 5 samples then all the instances of critical maintenance tasks that have been carried out should be included in the review.

AMC M.A.710(a)(4) - Airworthiness review (AUS)

RECTIFICATION OF DEFECTS

Examine the aircraft’s continuing airworthiness record system to determine whether there is any defect in the aircraft that needs rectification before flight. Defects that require rectification before flight should be rectified before the issue of an airworthiness review certificate.

DEFERRED DEFECTS

Examine the existing deferred defects as recorded in the aircraft’s continuing airworthiness record system to determine whether deferral of rectification has been done.

AMC M.A.710(a)(5) - Airworthiness review (AUS)

Examine the records containing compliance with Airworthiness Directives (AD) to determine whether actions required by each AD that applies to the aircraft, product, parts or appliances fitted to the aircraft have been complied with. An examination of documents that substantiate each AD has been complied with should be carried out to verify that information kept is correct. Examples of documents that may substantiate an AD has been complied with, includes:

maintenance records for maintenance carried out on the aircraft;

copies of authorised release certificates for product, parts or appliances; and

log books for products such as engines and propellers.

For a product, parts or appliances, the document that substantiates that the AD has been complied with in relation to the product, parts or appliances should relate to the product that is identified in the records by part number and serial number if applicable.

Where an AD requires compliance with requirements contained in another document such as a service bulletin (SB), a record of compliance with the service bulletin would be acceptable as evidence of compliance with the AD.

AMC M.A.710(a)(6) - Airworthiness review (AUS)

Examine the records of modifications kept to determine whether there is a DASR 21 (see DASR M.A.304—Data for modifications and repairs) approval for each design of the modification. For the purpose of this paragraph, a modification includes a repair that involves change to the approved design of the aircraft.

AMC M.A.710(a)(7) - Airworthiness review (AUS)

Examine the records of life limited components kept to determine whether each life limited part has been correctly identified by part number, serial number and whether the life limit has been exceeded for any of the parts.

In addition, documents that have been used to substantiate remaining life at installation should be checked to verify that information kept for life limited components is correct. Examples of such substantiating documents include:

maintenance records for installation of the parts;

authorised release certificates for the parts; and

life limited component history/log card.

AMC M.A.710(a)(9) - Airworthiness review (AUS)

Examine the record of the aircraft’s weight and balance kept to determine if it is consistent with all the changes made to the weight and balance since the last weighing of the aircraft. All changes made to the weight and balance should be substantiated by documents such as a modification approval and an equipment list for the aircraft.

AMC M.A.710(a)(10) - Airworthiness review (AUS)

Examine the aircraft’s continuing airworthiness records to determine whether the aircraft’s configuration as recorded complies with the specification mentioned in military type certificate data sheet (TCDS) for the aircraft, engine and propeller. Any variation of configuration from MTC should be supported by a DASR 21 approval.

AMC M.A.710(b) - Airworthiness review

The physical survey could require actions categorised as maintenance, (eg operational tests, tests of emergency equipment, visual inspections requiring panel opening etc). In this case, after the airworthiness review, a CRS for aircraft should be issued in accordance with DASR 145.

When the airworthiness review staff are not appropriately authorised to release such maintenance, DASR M.A.710(b) requires them to be assisted by DASR 145.A.35 certifying staff. However, the function of such certifying staff is limited to performing and releasing the maintenance actions requested by the airworthiness review staff; it is not their function to perform the physical survey of the aircraft. As stated in DASR M.A.710(b), the airworthiness review staff shall carry out the physical survey of the aircraft, and this survey includes the verification that no inconsistencies can be found between the aircraft and the documented review of records.

The physical survey of the aircraft may include verifications to be carried out during flight.

The CAMO should develop procedures for the airworthiness review staff to produce a compliance report that confirms the physical survey has been carried out and found satisfactory.

To ensure compliance the physical survey of the aircraft may include relevant sample checks of items.

AMC M.A.710(c) - Airworthiness review

The physical survey could require actions categorised as maintenance, (eg operational tests, tests of emergency equipment, visual inspections requiring panel opening etc). In this case, after the airworthiness review, a CRS for aircraft should be issued in accordance with DASR 145.

When the airworthiness review staff are not appropriately authorised to release such maintenance, DASR M.A.710(b) requires them to be assisted by DASR 145.A.35 certifying staff. However, the function of such certifying staff is limited to performing and releasing the maintenance actions requested by the airworthiness review staff; it is not their function to perform the physical survey of the aircraft. As stated in DASR M.A.710(b), the airworthiness review staff shall carry out the physical survey of the aircraft, and this survey includes the verification that no inconsistencies can be found between the aircraft and the documented review of records.

The physical survey of the aircraft may include verifications to be carried out during flight.

The CAMO should develop procedures for the airworthiness review staff to produce a compliance report that confirms the physical survey has been carried out and found satisfactory.

To ensure compliance the physical survey of the aircraft may include relevant sample checks of items.

AMC M.A.710(d) Airworthiness review

When an airworthiness review is anticipated by up to 90 days, the expression “without loss of continuity of the airworthiness review pattern” means that the new expiration date is set up one year after the previous expiration date. As a consequence, when the airworthiness review is anticipated, the validity or the airworthiness review certificate is longer than one year (up to 90 days longer).

If for service reasons an airworthiness review is anticipated by more than 90 days, the next airworthiness review is due 12 months from this earlier anticipated date.

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

A copy of both the physical survey compliance report and the document review compliance report should be sent to the MAA together with any recommendation issued.

AMC M.A.710(g) - Airworthiness review

This means that the airworthiness review staff who is going to sign the MARC (DASR Form 15b) or the recommendation for the MAA to issue the MARC (DASR Form 15a) should be the one who carried out the physical survey of the aircraft and also completed/supervised/managed the documented review. It is not the intent of the requirement to delegate the physical survey of the aircraft to certifying staff who are not airworthiness review staff. Furthermore, the provision of DASR M.A.710(d) allowing a 90 days anticipation for the physical survey provides enough flexibility to ensure that the airworthiness review staff are present.

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

Procedures should be held current such that they reflect best practice within the CAMO. It is the responsibility of all CAMO staff to report any difficulties with the procedures via their CAMO’s internal occurrence reporting mechanisms.

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

The feedback part of the system should address who is required to rectify any non-compliance in each particular case and the procedure to be followed if rectification is not completed within appropriate timescales. The procedure should include the Accountable Manager specified in DASR M.A.706—Personnel requirements.

The independent quality audit reports referenced in AMC DASR M.A.712(b) should be sent to the relevant department for rectification action giving target rectification dates. Rectification dates should be discussed with such department before the quality department or nominated quality auditor confirms such dates in the report. The relevant department is required to rectify findings and inform the Quality Manager or the quality auditor of such rectification.

The Accountable Manager should hold regular meetings with staff to check progress on rectification. In large CAMOs such meetings may be delegated on a day to day basis to the Quality Manager, subject to the Accountable Manager meeting at least twice per year with the senior staff involved to review the overall performance and receiving at least a half yearly summary report on findings of non-compliance.

AMC M.A.712(b) - Quality system

The primary objectives of the quality system are to enable the CAMO to ensure airworthy aircraft and to remain in compliance with the DASR M 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 CAMO’s ability to carry out continuing airworthiness management to the required standards. It includes some on-aircraft sampling as this is the end result of the process.

The independent audit represents an objective overview of the complete continuing airworthiness management related activities. It is intended to complement the DASR M.A.902—Validity of the MARC requirement for an airworthiness review to be satisfied that all aircraft managed by the organisation remain airworthy.

The independent audit should ensure that all aspects of DASR M.A. Subpart G compliance are checked annually, including all the contracted/tasked activities, and may be carried out as a complete single exercise or subdivided over the annual period in accordance with a scheduled plan. If the continuing airworthiness of more than one aircraft type is managed, the independent audit does not require each procedure to be checked against each aircraft type when it can be shown that the particular procedure is common to more than one aircraft type and the procedure has been checked every year without resultant findings. Where findings have been identified, the particular procedure should be rechecked against other aircraft types until the findings have been rectified after which the independent audit procedure may revert back to the annual interval for the particular procedure.

Provided that there are no safety related findings, the audit time periods specified in this AMC may be increased by up to 100% subject to agreement by the MAA.

Where the CAMO has more than one approved location, the quality system should describe how these are integrated into the system and include a plan to audit each location every year.

A report should be raised each time an audit is carried out describing what was checked and the resulting findings against applicable procedures, contracts/taskings and DASR requirements.

The independence of the audit should be established by ensuring that audits are not carried out by personnel responsible for the function, procedure or products being checked.

A CAMO should establish a quality plan acceptable to the MAA that shows when and how often the activities required by DASR M.A. Subpart G will be audited.

AMC M.A.713(a) - Changes to the CAMO (AUS)

This paragraph covers scheduled changes to the continuing airworthiness organisations (CAMO) approval. The primary purpose of this paragraph is to enable the CAMO to remain approved if agreed by the MAA during negotiations about any of the specified changes. Without this paragraph the approval would automatically be suspended in all cases.

All changes referred to in DASR M.A.713(a), should be notified to the MAA on the same form and in the same manner used for application, see DASR AMC M.A.702(a).

AMC M.A.714 - Record-keeping

The system to retain the continuing airworthiness records should be described in the CAME.

When a CAMO arranges for a DASR 145 AMO to retain copies of the DASR M.A.714 continuing airworthiness records on its behalf, the CAMO will nevertheless continue to be responsible for their preservation. If another CAMO assumes responsibility for managing the continuing airworthiness of an aircraft, then the original CAMO is responsible for transferring the records.

Keeping continuing airworthiness records in a form acceptable to the MAA means in paper form or on a computer database or a combination of both methods. Records stored in microfilm or optical disc form are also acceptable. The record should remain readable and accessible throughout the required retention period.

‘Readable and accessible’ is defined in AMC DASR M.A.305(h).

Paper systems should use robust material which can withstand normal handling and filing.

Computer systems should have at least one backup system which should be updated within 24 hours of any new entry. Each terminal is required to contain program safeguards against the ability of unauthorised personnel to alter the database.

Microfilming or optical storage of continuing airworthiness records may be carried out at any time. The records should be as legible as the original record and remain so for the required retention period.

AMC M.A.716(a)(2) - CAMO findings by the MAA

The corrective action plan defined by the CAMO should address the effects of the non-compliance, as well as its root cause.

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

A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the aircraft operates a flight between scheduled maintenance checks.

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

The aircraft certificate of release to service should contain the following statement:

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

The certificate of release to service should relate to the task specified in the manufacturer’s or Operating Organisation’s instruction or the aircraft maintenance programme which itself may cross-refer to a manufacturer’s/Operating Organisation’s instruction in a maintenance manual, service bulletin (SB) etc.

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 certificate of release to service to summarise the maintenance so long as there is a unique cross-reference to the work-pack containing full details of maintenance carried out. Dimensional information should be retained in the work-pack record.

The person issuing the certificate of release to service should use their normal signature except in the case where a computer release to service system is used. In this latter case the MAA will need to be satisfied that only the particular person can electronically issue the release to service. One such method of compliance is the use of a magnetic or optical personal card in conjunction with a personal identity number (PIN) known only to the individual, which is keyed into the computer. A certification stamp is optional.

At the completion of all maintenance, owners, certifying staff, Operating Organisations and maintenance organisations should ensure they have a clear, concise, legible record of the work performed.

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

Being unable to establish full compliance with sub-paragraph M.A.801 (b) means that the maintenance required by the M.A. Subpart G—Continuing Airworthiness Management Organisation, could not be completed due either to running out of available aircraft maintenance downtime for the scheduled check or by virtue of the condition of the aircraft requiring additional maintenance downtime.

The DASR M.A. Subpart G organisation is responsible for ensuring that all required maintenance has been carried out before flight. Therefore the DASR M.A. Subpart G organisation should be informed and agree to the deferment of full compliance with DASR M.A.801(b). The certificate of release to service may then be issued subject to details of the deferment, including the DASR M.A. Subpart G organisation authorisation, being endorsed on the certificate.

If a certificate of release to service (CRS) is issued with incomplete maintenance a record should be kept stating what action the mechanic, supervisor and certifying staff should take to bring the matter to the attention of the DASR M.A. Subpart G organisation so that the issue may be discussed and resolved with the M.A. Subpart G organisation.

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

'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 M.A.802 - Component certificate of release to service (AUS)

When an approved organisation maintains an aircraft component for use by the organisation, a DASR Form 1—Authorised Release Certificate, may not be necessary depending upon the organisation’s internal release procedures, however all the information normally required for the DASR Form 1 should be adequately detailed in the certificate of release to service (CRS).

AMC M.A.802(c) - Component certificate of release to service (AUS)

A production organisation is accepted by DASA if:

the organisation is oversighted by a recognised aviation authority; and

prior to accessing the services of an organisation through Recognition, the consumer ensures the organisation’s suitability in accordance with the scope, conditions and caveats set out in the applicable Recognition certificate (see DASA Recognition web page).

In cases where a production organisation is unable to provide the recognised equivalent artefact to Defence under existing oversight arrangements, DASA may agree that the CAMO can consume an alternate artefact where the CAMO can demonstrate to the satisfaction of DASA that:

it is not feasible for the production organisation to become a DASR 21 Subpart G production organisation or produce components in accordance with DASR 21 Subpart F,

the production organisation is unable to provide the alternate artefact under an existing DASR 21 Subpart G production organisation approval using the sub-contractor provisions of DASR 21.A.139 — Quality System,

the production is carried out, and the alternate artefact is issued, through the same processes by which the organisation provides a similar service under the oversight of a recognised aviation authority,

the organisation is a suitable provider of the required service, and

appropriate controls are in place to ensure safety.

AMC M.A.901 - Aircraft airworthiness review (AUS)

The initial airworthiness review is due within 12 months of the issue date of the aircraft's initial Military Restricted Certificate of Airworthiness (MRCoA) or Military Certificate of Airworthiness (MCoA).

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

DASR Form 15a is issued by the MAA while DASR Form 15b is issued by a CAMO.

AMC M.A.901(c)(2) - Aircraft airworthiness review

The extension of the validity of the MARC does not require an airworthiness review subject to compliance with DASR M.A.901(k).

It is acceptable for a CAMO to extend a MARC issued by another CAMO.

To extend the validity of a MARC for a period of one year the aircraft should have remained within a controlled environment. An aircraft in a controlled environment is an aircraft:

continuously managed during the previous 12 months by a DASR M CAMO, and

which has been maintained for the previous 12 months by maintenance organisations defined at DASR M.A.201(g).

It is acceptable to anticipate the extension of the MARC by a maximum of 30 days without a loss of continuity of the airworthiness review pattern, which means that the new expiration date is set up one year after the previous expiration date.

It is also acceptable to perform the extension of a MARC after its expiration date, as long as all the conditions for the extension are met. However, this means that:

until the MARC is extended the aircraft cannot fly because the MARC has expired; and

the new expiration date (after extension) is set one year after the previous expiration date (not one year after the extension is performed).

AMC M.A.901(d) - Aircraft airworthiness review

The recommendation sent to the MAA should contain at least the items described below:

General information

CAMO information;

Operating Organisation information;

date and place the document review and the aircraft survey were carried out;

period and place the aircraft can be seen if required by the MAA.

Aircraft information

registration;

type;

manufacturer;

serial number;

Aircraft Flight Manual reference;

weight and centre of gravity data;

AMP reference;

symmetry check data (if applicable).

Documents accompanying the recommendation

copy of the Operating Organisation’s request for a new MARC.

Aircraft status

aircraft total flight hours and cycles or other service life consumption units if applicable;

list of organisations having carried out continuing airworthiness activities including maintenance tasks on the aircraft and its components since the last MARC was issued.

Aircraft survey

a precise list of the areas of the aircraft that were surveyed and their status.

Findings

a list of all the findings made during the airworthiness review with the corrective action carried out

Statement
A statement signed by the airworthiness review staff recommending the issue of a MARC.

The statement should confirm that the aircraft in its current configuration complies with the following:

Airworthiness Directives up to the latest published issue; and

(Military) Type Certificate datasheet; and

AMP; and

component service life limitations; and

the valid weight and centre of gravity schedule (weight and balance statement) reflecting the current configuration of the aircraft; and

DASR 21 for all modifications and repairs; and

the current Aircraft Flight Manual including supplements; and

valid symmetry check schedule (if applicable); and

operational requirements.

The above items should clearly state the exact reference of the data used in establishing compliance; for instance the number and issue of the (M)TC data sheet used should be stated.

The statement should also confirm that all of the above is properly entered and certified in the aircraft continuing airworthiness record system and/or in the aircraft technical log.

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

Suitable accommodation should include:

an office with normal office equipment such as desks, telephones, photocopying machines etc, whereby the continuing airworthiness records can be reviewed.

a hangar when needed for the physical survey.

The support of personnel appropriately authorised in accordance with DASR 145.A.35 is necessary to assist with depanelling/panelling/functional checks etc.

AMC M.A.905(a)(1) - Aircraft findings by the MAA

The Operating Organisation should establish an effective system of communication with operating locations to ensure the timely suspension of flight operations of the affected aircraft.

AMC M.A.905(a)(3) - Findings from an aircraft airworthiness review carried out by the MAA

The corrective action plan defined by the Operating Organisation / CAMO should address the effects of the non-compliance, as well as its root cause.

AMC M.A.905(b) - Aircraft findings by the MAA

The Operating Organisation should consider at least the following:

Probable root cause and contributory factors;

Applicability of those to other aircraft under its responsibility;

Other factors that could potentially lead to unsafe condition(s) in those other aircraft.