Car-M - Continuing Airworthiness Requirements - Issue 06 PDF
Car-M - Continuing Airworthiness Requirements - Issue 06 PDF
Car-M - Continuing Airworthiness Requirements - Issue 06 PDF
CAR PART V
FOREWORD
1. This Regulation establishes common technical requirements and administrative procedures for
ensuring the continuing airworthiness of aircraft, including any component for installation thereto,
which are:
2. Paragraph 1 shall not apply to aircraft the regulatory safety oversight of which has been transferred
to a third country and which are not used by a UAE operator.
3. The continuing airworthiness provisions of this Regulation as clarified in CAR M.201 are applicable
to:
a. Licensed air carriers, air transport operators and commercial activities as defined by CAR OPS
1.003 and CAR OPS 3.003,
b. Private Operators certified under CAR-OPS 1 and CAR-OPS 3,
c. Aircraft used for commercial activities,
d. Complex motor powered aircraft,
e. Aeroplanes of a MTOM of more than 2730 kg, and
f. Rotorcraft of a MTOM of more than 1200 kg.
The continuing airworthiness requirements set forth in the Supplement S-1.CAMO shall be applicable to
the continuing airworthiness management of any aircraft used by operators conducting CAT and/or the
CMPA, as specified in the CAR-M 201.
Definitions
Within the scope of this Regulation, the following definitions shall apply:
(a) “Regulation” means the rules published by the GCAA that an approved organisation must show
compliance with to first be granted an approval and then to maintain it. Approved organisations
must ensure that they regularly review all applicable published regulation(s) to ensure that they
maintain compliance in the light of changes to the rules, or changes with to the practices within the
organisation.
(b) “Acceptable Means Of Compliance” (AMC) means material that is published in support of the
regulation and provides the GCAA’s approved method of complying with the published rules.
Approved organisations should follow these methods to achieve compliance. Where AMC material
is not published it has been determined that the regulation is clear enough as to not require the
provision of additional information.
It is possible for an organisation to agree a different method of compliance but such a difference
must be formally notified and proposed to the GCAA for review. If an alternative AMC is accepted
then this will be notified to the organization by letter and will, at some point in the future, be
published in the regulations to allow all other approved organisations the opportunity to adopt the
practice.
(c) “Guidance Material” means material which helps to illustrate the meaning of regulations or AMCs.
(d) "aircraft" means any machine that can derive support in the atmosphere from the reactions of the
air other than reactions of the air against the earth's surface;
(e) "certifying staff" means personnel responsible for the release of an aircraft or a component after
maintenance;
(f) "component" means any engine, propeller, part or appliance;
(g) "continuing airworthiness" means all of the processes ensuring that, at any time in its operating life,
the aircraft complies with the airworthiness requirements in force and is in a condition for safe
operation;
(h) “the GCAA” means the United Arab Emirates General Civil Aviation Authority, also referred to as
the Authority;
(i) “CAR” means UAE Civil Aviation Regulations;
(j) ‘complex motor-powered aircraft’ shall mean:
(i) an aeroplane:
- with a maximum certificated take-off mass exceeding 5 700 kg, or
- certificated for a maximum passenger seating configuration of more than nineteen, or
- certificated for operation with a minimum crew of at least two pilots, or
- equipped with (a) turbojet engine(s) or more than one turboprop engine, or
(ii) a helicopter certificated:
- for a maximum take-off mass exceeding 3 175 kg, or
- for a maximum passenger seating configuration of more than nine, or
- for operation with a minimum crew of at least two pilots, or
(iii) a tilt rotor aircraft;
(k) "maintenance" means any one or combination of overhaul, repair, inspection, replacement,
modification or defect rectification of an aircraft or component, with the exception of pre-flight
inspection;
(l) "organisation" means a natural person, a legal person or part of a legal person. Such an organisation
may be established at more than one location;
(m) "pre-flight inspection" means the inspection carried out before flight to ensure that the aircraft is
fit for the intended flight;
(n) “Commercial Operations” - Unless otherwise specifically authorised by the GCAA, the following
activities are categorised as commercial operations:
(1) Sightseeing flights (A to A or A to B within UAE airspace);
(2) Aerial work operations, including:
(o) “Commercial Air Transport” means an aircraft operation involving the transport of passengers,
cargo or mail for remuneration or hire. The term encompasses Air Carriers and Air Transport
Operators.
(p) “Air Carrier” is a commercial operator of an aeroplane engaged in the transportation of passengers,
cargo and mail for remuneration or hire and offering services to the public in accordance with a
published schedule.
(q) “Air Transport Operator” - An Air Transport Operator is a commercial operator of an aeroplane
engaged in transportation of passengers, cargo and mail for remuneration or hire offering service
to the public on demand and not to a published schedule;
(r) “Private Operator” – means a person, organisation or enterprise engaged in the carriage of persons
or cargo not for hire or reward.
(s) “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
(t) ATO means Approved Training Organization
(u) Tilt rotor aircraft is an aircraft which generates lift and propulsion by way of one or more powered
rotors (sometimes called proprotors) mounted on rotating engine pods or nacelles usually at the
ends of a fixed wing or an engine mounted in the fuselage with drive shafts transferring power to
rotor assemblies mounted on the wingtips. It combines the vertical lift capability of a helicopter
with the speed and range of a conventional fixed-wing aircraft.
(v) Standard Changes (SC) are changes to a type-certificate in relation to following listed aircraft that
follow design data included in the certification specifications CS-STAN issued by the Authority of
the State of Design, containing acceptable methods, techniques and practices for carrying out and
identifying standard changes, including the associated instructions for continuing airworthiness and
that are not in conflict with the TC holders’ data:-
(i) aeroplanes of 5 700 kg Maximum Take-Off Mass (MTOM) or less;
(ii) rotorcraft of 3 175 kg MTOM or less;
(iii) sailplanes, powered sailplanes, balloons and airships of 2000 kg MTOM and less.
(w) Standard Repairs (SR) are repairs in relation to following listed aircraft that follow design data
included in the certification specifications CS-STAN issued by the Authority of the State of design,
containing acceptable methods, techniques and practices for carrying out and identifying standard
repairs, including the associated instructions for continuing airworthiness and that are not in
conflict with TC holders’ data.
(i) aeroplanes of 5 700 kg Maximum Take-Off Mass (MTOM) or less;
(ii) rotorcraft of 3 175 kg MTOM or less;
(iii) sailplanes and powered sailplanes, balloons and airships of 2000 kg MTOM and less.
1. The continuing airworthiness of aircraft and components shall be ensured in accordance with the
provisions of CAR-M and the supplement S-1.CAMO, where the supplement is applicable.
2. Organisations and personnel involved in the continuing airworthiness of aircraft and components,
including maintenance, shall comply with the provisions of CAR M, the supplement S-1.CAMO,
where the supplement is applicable, and where appropriate those specified in CAR 145 and CAR 66.
3. Reserved
4. Reserved
Maintenance Organisation approval shall be issued in accordance with Subpart F of CAR-M or CAR-145.
1. Maintenance approvals issued or recognised by the GCAA in accordance with CAR requirements
and procedures and valid before the entry into force of this Regulation shall be deemed to have
been issued in accordance with this Regulation.
2. Personnel qualified to carry out and/or control a continued airworthiness non-destructive test of
aircraft structures and/or components, on the basis of any standard recognised by the GCAA prior
to the entry into force of this Regulation as providing an equivalent level of qualification, may
continue to carry out and/or control such tests.
3. Certificates of release to service and authorised release certificates issued before the date of entry
into force of this Regulation by a maintenance organisation approved under the GCAA requirements
shall be deemed equivalent to those required under CAR M.801 and CAR M.802, respectively.
Certifying staff
1. Certifying staff shall be qualified in accordance with the provisions of CAR 66 or the existing
regulation as agreed by the GCAA until full implementation of CAR 66 provisions, except as provided
for in CAR M.606(h), CAR M.607(b), CAR M.801(d), CAR M.803 and in CAR 145.30(j) and Appendix
IV to CAR 145.
For the purpose of this Chapter, licenses issued prior to CAR 66 entry into force shall be considered
equivalent to CAR 66 licenses.
2. Reserved
2. Reserved
1. This issue 06 of CAR M shall enter into force on 1st July 2023.
TABLE OF CONTENTS
FOREWORD .................................................................................................................................................................. 2
TABLE OF CONTENTS .................................................................................................................................................... 7
RECORD OF AMENDMENTS .........................................................................................................................................10
AMENDMENTS HISTORY ..............................................................................................................................................11
CAR M.001 .....................................................................................................................................................................23
SECTION A: TECHNICAL REQUIREMENTS ......................................................................................................................24
SUBPART A - GENERAL ........................................................................................................................................................24
CAR M.101 Scope ..........................................................................................................................................................24
SUBPART B – ACCOUNTABILITY ..........................................................................................................................................24
CAR M.201 Responsibilities ...........................................................................................................................................24
CAR M.202 Occurrence Reporting .................................................................................................................................29
SUBPART C - CONTINUING AIRWORTHINESS .....................................................................................................................31
CAR M.301 Continuing Airworthiness Tasks..................................................................................................................31
CAR M.302 Aircraft Maintenance Programme..............................................................................................................35
CAR M.303 Airworthiness Directives .............................................................................................................................38
CAR M.304 Data for Modifications and Repairs ............................................................................................................38
CAR M.305 Aircraft Continuing Airworthiness Record System ......................................................................................39
CAR M.306 Aircraft Technical Log System .....................................................................................................................52
CAR M.307 Transfer Of Aircraft Continuing Airworthiness Records ..............................................................................54
SUBPART D - MAINTENANCE STANDARDS .........................................................................................................................55
CAR M.401 Maintenance Data ......................................................................................................................................55
CAR M.402 Performance of Maintenance .....................................................................................................................56
CAR M.403 Aircraft Defects ...........................................................................................................................................61
SUBPART E - COMPONENTS ...............................................................................................................................................63
CAR M.501 Classification and installation .....................................................................................................................63
CAR M.502 Component Maintenance ...........................................................................................................................71
CAR M.503 Life-limited parts and time-controlled components ...................................................................................72
CAR M.504 Segregation of components ........................................................................................................................73
CAR M.601 Scope ..........................................................................................................................................................74
CAR M.602 Application..................................................................................................................................................74
CAR M.603 Extent Of Approval .....................................................................................................................................74
CAR M.604 Maintenance Organisation Manual ...........................................................................................................77
CAR M.605 Facilities ......................................................................................................................................................77
CAR M.606 Personnel Requirements .............................................................................................................................79
CAR M.607 Certifying Staff ............................................................................................................................................84
CAR M.608 Components, Equipment And Tools ............................................................................................................85
CAR M.609 Maintenance Data ......................................................................................................................................86
CAR M.610 Maintenance Work Orders .........................................................................................................................86
CAR M.610 Maintenance Standards .............................................................................................................................87
CAR M.612 Aircraft Certificate Of Release To Service ...................................................................................................87
CAR M.613 Component Certificate Of Release To Service .............................................................................................87
CAR M.614 Maintenance Records .................................................................................................................................92
CAR M.615 Privileges Of The Organisation ...................................................................................................................93
CAR M.616 Organisational Review ................................................................................................................................94
CAR M.617 Changes To The Approved Maintenance Organisation ..............................................................................94
CAR M.618 Continued Validity Of Approval ..................................................................................................................95
RECORD OF AMENDMENTS
AMENDMENTS HISTORY
Issue/
Amendment Subject(s)
Rev. Date
Issue: Initial
New regulations 01 July 2011
Revision 00
Addition of a Guidance Material 702 and related appendix XIV to GM 702
Issue:03 Added GCAA UAE Manufacturing Release Certificate Form 299 to AMC December
Revision: 00 to CAR M.501 (a)(5)(d) 2015
CAR M.201 (k) Revised to mandate the capability for issue ARC by
organization managing the continuing airworthiness of 10 or more
aircraft.
CAR M.708 (b) (11) and (12) added to define the CAMO support for
issuance of the CFFF,
GM CAR M.708, GM CAR M.708(b)(4) and GM CAR M.708(c) added,
AMC1 to CAR M.708(c), AMC2 CAR M.708(c) and AMC to CAR M.708 (d)
were added.
AMC to CAR M.708 (b) and AMC to CAR M.708 (b) (1) were deleted.
CAR M.709 (b) amended for clarity,
GM CAR-M.709 added,
CAR M.710 (e) and CAR M.710 (h) amended for clarity,
GM CAR M.710 added,
AMC to CAR M.710(d) amended to add new paragraph,
GM CAR M.710(h) added,
AMC CAR M.711(a)(3) added and the equivalent AMC to CAR M.201 (h)1
deleted
CAR M.715 amended,
CAR M.716 amended,
CAR M.901 (L) amended to read reserved,
AMC to CAR M.901 amended to remove the unnecessary text,
AMC to CAR M.901(b) amended,
AMC to CAR M.904 (a) 2 revised to add item (3)
Issue 05 - CAR M issue 4 “Summary of Changes” amended for clarity and
sequential order,
- Provisions added to “Definitions”; ATO means Approved Training
Organization,
- CAR M.201(i) amended to add provisions for other than complex
motor-powered aircraft not included in CAR M.201(e) and CAR
M.201(h),
- GM to CAR M.402(a) amended to remove the incorrect reference
made to “Annex I (Part-M) to Regulation (EU) No 1321/2014.]”,
- Incorrect numbered CAR M.603 corrected.
- Incorrectly numbered AMC to CAR M.704 corrected by
introducing AMC1 CAR M.704, AMC2 CAR M.704 and AMC CAR
M.704(a)(2) and deletion of the AMC CAR M.704
- CAR M.801 amended and numbering corrected,
- Appendix VII to CAR M “Complex Maintenance Tasks” added,
- CAR M.501 Installation changed to CAR M.501 Classification and
installation
- A reference was made to CAR MOA in CAR M.501 (a)(1) to refer
to AW Form 299 requirement. AW Form 299 is specified as
equivalent to AW Form 1 for eligible parts as specified in the
AMC
- Item (b) added to note (2) in AMC1 CAR M.501(a)(1) to address
the release of the UAE engines.
- AMCs CAR M.501(a), (b), (c) and (d) ‘Installation’ deleted.
Issue 06 - CAR M, Foreword, Objective and Scope amended to add provision 13th
about Supplement S-1.CAMO applicability and effective date, February
- Standard changes and standard repairs definitions added, 2023
- CAR M Amendment History revised to include the list of changes
introduced on issue 6, CAR M.001, point 3 amended to add provision
about the Supplement S-1.CAMO,
- CAR M.101, minor editing for clarity
- CAR M.201 (e), (f), (g), (h) and (i) amended to clarify the
airworthiness responsibilities for aircraft used by air carriers, CMPA,
NCMPA, aircraft used for commercial specialized operations, aircraft
used for CAT and aircraft used by commercial ATO,
- CAR M.201(j) amended for clarity on the access to be given by the
owner/operator to the GCAA authorized persons.
- CAR M.201(k), new provisions added to address the applicable
regulations when the air operator aircraft is used for non-commercial
operations or specialised operations.
- CAR M 201(l), introduced to mandate Subpart-I approval for
Commercial Operations
- New GM CAR M.201 Responsibilities; Quick summary table
- AMC CAR M.201(e)(2) Responsibilities, amended to clarify when the
CAMO shall hold Subpart I privilege
- New GM CAR M.201(i) Aircraft maintenance programme
- New AMC CAR M.201(i)(3) Responsibilities; LIMITED CONTRACT FOR
THE DEVELOPMENT OF THE AMP
- New GM1 CAR M.201(k) Responsibilities; USE OF AIRCRAFT
INCLUDED IN AN AOC FOR NCO OR SPO
- CAR M.202 amended to clarify the responsibilities for reporting and
new provision CAR M.202(e) added to point out the responsibilities
for follow up actions to prevent similar occurrences in the future.
- CAR M.301 amended to give clarity on the continuing airworthiness
tasks, adding the maintenance release requirements in CAR M.301(4)
and the mass and balance statement requirement in CAR M.301(8),
- AMC to CAR M.301(a) - Continuing Airworthiness Tasks, Pre-flight
Inspections, minor changes to make reference to the Supplement S-
1.CAMO.200 and numbering change to the AMC to CAR M.301(1) at
issue-5.
- AMC to CAR M.301(2) changed to AMC to CAR M.301(b),
- AMC to CAR M.301(3) changed to AMC to CAR M.301(c), and adding
a title MAINTENANCE IN ACCORDANCE WITH THE AMP
- AMC to CAR M.301(4) changed to AMC to CAR M.301(e),
- AMC to CAR M.301(5) changed to AMC to CAR M.301(f), and adding
title OPERATIONAL DIRECTIVES and clarification on the
implementation requirements,
- AMC to CAR M.301(7) - Continuing Airworthiness Tasks deleted.
- New GM CAR M.301(i) Continuing airworthiness tasks;
MAINTENANCE CHECK FLIGHTS (MCFs). CFFF issuance requirements
added to the GM,
- CAR M.901 (j) and CAR M.901(s) amended to clarify when the ARC
shall not be issued or extended,
- CAR M.901(k), (l), (m), (n), (o), (p), (q), (r) and (s) contain the
requirements which previously provided in CAR-M issue-5 at CAR
M.710(a) through (h),
- CAR M.901(p), provision clarifies the requirements for ARC
endorsement by the GCAA,
- Displacement of “GM CAR M.710 Airworthiness review” into GM
CAR-M.901 Airworthiness review; Responsibilities of airworthiness
review staff.
- Changing “AMC to CAR M.901(a) Aircraft airworthiness review” to
read GM CAR M.901(a) Aircraft airworthiness review
- AMC to CAR M.901(b) revised to include provision regarding limited
pilot-owner maintenance defined in CAR M.803(b),
- AMC to CAR M.901(i) amended to make reference to CAR-66 and to
remove the reference to CAR-M Subpart H or CAR 145,
- AMC CAR M.901(k) Aircraft airworthiness review replaced the
previous AMC to CAR M.710(a) Airworthiness review.
- AMC CAR M.901(l) and (m) Aircraft airworthiness review replaced
the previous AMC to CAR M.710(b) and CAR M.710(c).
- AMC CAR M.901(n) Aircraft airworthiness review replaced the
previous AMC to CAR M.710(d) Airworthiness review.
- AMC CAR M.901(o) Airworthiness review replaced the previous AMC
to CAR M.710(e) Airworthiness review.
- CAR M.902(a)(5), CAR M.902(b)(2) and CAR M.902(b)(5) editorial
change.
- CAR M.904(b) amended to clarify that the organization who
performed the airworthiness review shall send the recommendation
to the GCAA,
Other amendments:
- AMC to CAR M.605(c), item 7 amended to remove reference to CAR
M.504 (d)&(e) and to update the reference to CAR M.504 (c) and
AMC1 CAR M.504, item (c).
- Supplement S-1.CAMO added to supplement the continuing
airworthiness management of any aircraft used by CAT Air Operators
and the CMPA with additional requirements,
- APPENDIX I - CONTINUING AIRWORTHINESS MANAGEMENT
CONTRACT updated to match the regulation changes, renumbering
(paragraphs 5.2, 5.3 and 5.4) to items 8, 9 and 10, renumbering
owner obligations and adding items 11 and 12, adding paragraph 6
in respect of mandatory and voluntary occurrence reporting.
- Added, GM to Appendix I to CAR M - Continuing airworthiness
management contract, in relation to the required coordination
between Flight Operations and CAMO
- APPENDIX II - AUTHORISED RELEASE CERTIFICATE – AW FORM 1,
editorial changes
CAR M.001
For the purpose of this CAR, the General Civil Aviation Authority of the United Arab Emirates (GCAA)
undertakes the responsibilities for:
1. Oversight of the continuing airworthiness of individual aircraft and the issue of airworthiness
review certificates for aircraft registered in the State.
4. Approval of maintenance programmes for aircraft registered in the United Arab Emirates.
SUBPART A - GENERAL
This Section establishes the measures to be taken to ensure that airworthiness of aircraft is maintained,
including maintenance. It also specifies the conditions to be met by the persons or organisations involved
in such activities.
SUBPART B – ACCOUNTABILITY
(a) The owner is responsible for the continuing airworthiness of an aircraft and shall ensure that no
flight takes place unless:
2. any operational and emergency equipment fitted is correctly installed and serviceable or
clearly identified as unserviceable, and;
4. the maintenance of the aircraft is performed in accordance with the approved maintenance
programme as specified in CAR M.302.
(b) When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if:
When reference is made in this CAR to the ‘owner’, the term owner covers the owner or the lessee,
as applicable.
(c) Any person or organisation performing maintenance shall be responsible for the tasks performed.
(d) The pilot-in-command or, in the case of operators conducting commercial operations, the operator
shall be responsible for the satisfactory accomplishment of the pre-flight inspection. This inspection
must be carried out by the pilot or another qualified person but need not be carried out by an
approved maintenance organisation or by CAR-66 certifying staff.
(e) In the case of aircraft used by air carriers, the operator is responsible for the continuing
airworthiness of the aircraft it operates and shall:
1. ensure that no flight takes place unless the conditions defined in point (a) are met;
3. be approved in accordance with CAR-145 or conclude a written contract in accordance with CAR
M.708(c) and Supplement S-1.CAMO.315(c) with organization, which has been approved in
accordance with CAR-145.
(f) For complex motor-powered aircraft used for commercial specialised operations, for CAT
operations other than those performed by air carriers or by commercial Approved Training
Organizations (ATO), the operator shall ensure that:
1. no flight takes place unless the conditions defined in paragraph (a) are met;
2. the tasks associated with continuing airworthiness are performed by a CAMO approved in
accordance with CAR M Subpart G and Supplement-1 CAMO requirements as part of the air
operator certificate, and
3. the CAMO referred to in (2) is approved in accordance with CAR-145 for the maintenance of the
aircraft and components for installation thereon, or it has established a contract in accordance
with CAR M.708(c) and Supplement S-1.CAMO.315(c) with such organisations.
(g) For complex motor-powered aircraft not included in point (e) or point (f), the owner shall ensure
that:
1. no flight takes place unless the conditions defined in paragraph (a) are met;
2. the tasks associated with continuing airworthiness are performed by a CAMO approved in
accordance with CAR M Subpart G and Supplement-1 CAMO requirements. When the owner is
not CAMO approved itself then the owner shall establish a written contract in accordance with
Appendix I with such organisation, and
3. the CAMO referred to in (2) is approved in accordance with CAR-145 for the maintenance of
the aircraft and components for installation thereon, or it has established a contract in
accordance with CAR M.708(c) and Supplement S-1.CAMO.315(c) with such organisations.
(h) For other than complex motor-powered aircraft used for commercial specialised operations or for
CAT operations other than those performed by air carriers, or by commercial ATOs, the operator
shall ensure that:
1. no flight takes place unless the conditions defined in point (a) are met;
2. the tasks associated with continuing airworthiness are performed by an approved CAMO in
accordance with CAR M Subpart G as part of the air operator certificate, and
3. the CAMO referred to in point (2) is approved in accordance with CAR-145 or CAR-M Subpart-
F or the CAMO has concluded a maintenance contract in accordance with CAR M.708(c) with
organization approved in accordance with CAR-145 or CAR-M Subpart-F.
(i) For other than complex motor-powered aircraft not included in point (e) and (h), the owner shall
ensure that flight takes place only if the conditions set out in point (a) are met. To that end, the
owner shall:
(1) attribute the continuing airworthiness tasks referred to in CAR M.301 to a CAMO through a
written contract concluded in accordance with Appendix I; or
(2) (Reserved)
(3) carry out those tasks as applicable by himself, except the tasks of the development of and the
processing of the approval of the AMP which should be performed by a CAMO through a
limited contract concluded in accordance with CAR M.302.
(j) The owner/operator shall ensure that any person authorised by the GCAA is granted access to any
of its facilities, aircraft or documents related to its activities, including any subcontracted activities
to determine continued compliance with this CAR.
(k) Where an aircraft included in an air operator certificate is used for non-commercial operations or
specialised operations under the applicable CAR OPS, the operator shall ensure that the tasks
associated with continuing airworthiness are performed by the CAMO approved in accordance with
CAR M Subpart G and Supplement S-1.CAMO requirements as applicable, of the air operator
certificate holder.
(l) For all Commercial Operations (CAT & Other than CAT), the CAMO approved pursuant to
requirements of CAR-M, shall establish a capability for airworthiness review and shall be approved
in accordance with subpart I of CAR-M.
than Air
(CAR M.201(f)) 145 (CAR M.201(h))
Carriers
(CAR
M.201(f))
CAMO with Organization CAMO and it shall Organization holding
Commercial operations other than CAT
Commerc Supplement S-1 holding be part of the AOC. approval under CAR-
ial and it shall be approval (CAR M.201(h)) M Subpart F or CAR-
Specializ part of the AOC under CAR- 145
ed (CAR M.201(f)) 145 (CAR M.201(h))
Operatio (CAR
ns M.201(f
))
CAMO with Organization CAMO and it shall Organization holding
Commerc
Supplement S-1 holding be part of the AOC. approval under CAR-
ial
and it shall be approval (CAR M.201(h)) M Subpart F or CAR-
Training
part of the AOC under CAR- 145
Organizat
(CAR M.201(f)) 145 (CAR M.201(h))
ion
(CAR
(ATO)
M.201(f))
Other than CAMO with Organization CAMO function Organization holding
commercial supplement -S1 holding can be contracted approval under CAR-
Operations, including (CAR M.201(g)) approval to an approved M Subpart F or CAR-
limited CAMO or by Owner 145 OR Pilot owner
The owner is fully responsible for the proper accomplishment of the continuing airworthiness tasks he/she
performs. As a consequence, it is recommended that the owner properly self-assesses his/her own
competence to accomplish them or otherwise seeks the proper expertise.
The limited contract for the development and, when applicable, processing of the approval of the aircraft
maintenance programme should cover the responsibilities related to CAR M.302(d), CAR M.302(f) and
CAR M.302(h).
As point (k) is not a derogation from the previous points of CAR M.201, points CAR M.201(f), (g), (h) and
(i) are still applicable.
(b) The reports referred to in (a) shall be made in a manner determined by the GCAA and shall contain
all pertinent information about the condition known to the person or organisation making the
report.
(c) Where the maintenance or the airworthiness review of the aircraft is carried out on the basis of a
written contract, the person or the organisation responsible for those activities shall also report any
condition referred to in (a) to the owner and the operator of the aircraft and, when different, to the
CAMO concerned.
(d) The person or organisation shall submit the reports referred to in (a) and (c) as soon as possible,
but no later than 72 hours from the moment when the person or organisation identified the
condition to which the report relates, unless exceptional circumstances prevent this.
(e) The person or organisation shall submit a follow-up report, providing details of actions which that
person or organisation intends to take to prevent similar occurrences in the future, as soon as those
actions have been identified. The follow-up report shall be submitted in a form and manner
established by the GCAA.
(b) the rectification in accordance with the data specified in point CAR M.304 and CAR M.401, as
applicable, of any defect and damage affecting safe operation, taking into account the Minimum
Equipment List (MEL) and configuration deviation list, when they exist;
(c) the accomplishment of all maintenance, in accordance with the AMP referred to in CAR M.302;
(d) The release of all maintenance in accordance with Subpart H or CAR 145, as applicable;
(e) for all complex motor-powered aircraft or aircraft used for commercial operations, the analysis of the
effectiveness of the approved AMP referred to in CAR M.302;
(g) the accomplishment of modifications and repairs in accordance with CAR M.304;
(h) delivering to the pilot-in-command, or to the operator in the case of commercial operations, the mass
and balance statement reflecting the current configuration of the aircraft;
Pre-flight Inspections
1. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to
ensure that the aircraft is fit to make the intended flight. These should typically include but are
not necessarily limited to:
(a) a walk-around type inspection of the aircraft and its emergency equipment for condition
including, in particular, any obvious signs of wear, damage or leakage. In addition, the
presence of all required equipment including emergency equipment should be
established.
(b) an inspection of the aircraft continuing airworthiness record system or the operators
technical log as applicable to ensure that the intended flight is not adversely affec ted by
any outstanding deferred defects and that no required maintenance action shown in the
maintenance statement is overdue or will become due during the flight.
(c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct
specification, free from contamination, and correctly recorded.
(d) a control that all doors are securely fastened.
(e) a control that control surface and landing gear locks, pitot/static covers, restraint devices
and engine/aperture blanks have been removed.
(f) a control that all the aircraft’s external surfaces and engines are free from ice, snow, sand,
dust etc. and an assessment to confirm that, as the result of meteorological conditions and
de-icing/anti-icing fluids having been previously applied on it, there are no fluid residues that
could endanger flight safety. Alternatively to this pre-flight assessment, when the type of
aircraft and nature of operations allow for it, the build-up of residues may be controlled
through scheduled maintenance inspections/cleanings identified in the approved
maintenance programme.
2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the
pre-flight inspection. The related pre-flight inspection instructions should address the
procedures to determine where the necessary uplift or inflation results from an abnormal
consumption and possibly requires additional maintenance action by the approved
maintenance organisation or certifying staff as appropriate.
3. The CAMO should publish guidance to maintenance and flight personnel and any other
personnel performing pre-flight inspection tasks, as appropriate, defining responsibilities for
these actions and, where tasks are contracted to other organisations, how their
accomplishment is subject to the quality system of CAR M.712 or the management system
required by Supplement S-1.CAMO.200, when applicable. It should be demonstrated to the
GCAA that pre-flight inspection personnel have received appropriate training for the relevant
pre-flight inspection tasks. The training standard for personnel performing the pre-flight
inspection should be described in the operator’s continuing airworthiness management
exposition.
3. In the case of aircraft used by air carrier and commercial air transport or complex motor-
powered aircraft, a system of assessment should be in operation to support the continuing
airworthiness of an aircraft and to provide a continuous analysis of the effectiveness of the
CAMO defect control system in use.
The system should provide for:
(a) significant incidents and defects: monitor incidents and defects that have occurred in
flight and defects found during maintenance and overhaul, highlighting any that appear
significant in their own right.
(b) repetitive incidents and defects: monitor on a continuous basis defects occurring in flight
and defects found during maintenance and overhaul, highlighting any that are repetitive.
(c) deferred and carried forward defects: Monitor on a continuous basis deferred and carried
forward defects. Deferred defects are defined as those defects reported in operational
service which are deferred for later rectification. Carried forward defects are define d as
those defects arising during maintenance which are carried forward for rectification at a
later maintenance input.
(d) unscheduled removals and system performance: analyse unscheduled component
removals and the performance of aircraft systems for use as part of the maintenance
programme efficiency.
OPERATIONAL DIRECTIVES
Operational directives with a continuing airworthiness impact include operating rules such as
extended twin-engine operations (ETOPS)/long range operations (LROPS), reduced vertical separation
minima (RVSM), MNPS, all weather operations (AWOPS), RNAV, etc.
Any other continuing airworthiness requirement established by the GCAA, other competent authority, as
applicable, includes TC-related requirements such as: certification maintenance requirements (CMR), life-
limited parts, airworthiness limitations contained in CS-25 Book 1, Appendix H, paragraph H25.4, fuel tank
system airworthiness limitations including Critical Design Configuration Control Limitations (CDCCL), etc.
The operator is responsible for the incorporation of operational directives (ODs) and in cases where there
is an impact on the continuing airworthiness, the CAMO has to assess this and take appropriate actions
to ensure the continuing airworthiness. The process to incorporate the ODs should be detailed in an
arrangement or common procedure.
(a) The definition of and operational requirements for MCFs are laid down in the Air Operations
Regulation and are carried out under the control and responsibility of the aircraft operator. During
the flight preparation, the flight and the post-flight activities as well as for the aircraft handover, the
processes requiring the involvement of the maintenance organisations or their personnel should be
agreed in advance with the operator. The operator should consult as necessary with the CAMO in
charge of the airworthiness of the aircraft.
(b) Depending on the aircraft defect and the status of the maintenance activity performed before the
flight, different scenarios are possible and are described below:
(1) The aircraft maintenance manual (AMM), or any other maintenance data issued by the design
approval holder, requires that an MCF be performed before completion of the maintenance
ordered. In this scenario, a certificate after incomplete maintenance and a CFFF, when in
compliance with CAR M.801(f) or CAR 145.50(e), should be issued by the maintenance
organisation and the aircraft can be flown for this purpose under its airworthiness certificate. Due
to incomplete maintenance, for aircraft used for commercial operations, it is advisable to open a
new entry on the aircraft technical log system to identify the need for a MCF. This new entry
should contain or refer to, as necessary, data relevant to perform the MCF, such as aircraft
limitations and any potential effect on operational and emergency equipment due to incomplete
maintenance, maintenance data reference and maintenance actions to be performed after the
flight. After a successful MCF, the maintenance records should be completed, the remaining
maintenance actions finalised and the aircraft released to service in accordance with the
maintenance organisation’s approved procedures.
(2) Based on its own experience and for reliability considerations and/or quality assurance, an
operator or CAMO may wish to perform a MCF after the aircraft has undergone certain
maintenance while maintenance data does not call for such a flight. Therefore, after the
maintenance has been properly carried out, a certificate of release to service is issued and the
aircraft airworthiness certificate remains valid for this flight.
(3) After troubleshooting of a system on the ground, a MCF is proposed by the maintenance
organisation as confirmation that the solution applied has restored the normal system operation.
During the maintenance performed, the maintenance instructions are followed for the complete
restoration of the system and therefore a certificate of release to service is issued before the
flight. The airworthiness certificate is valid for the flight. An open entry requesting this flight may
be recorded in the aircraft technical log.
(4) An aircraft system has been found to fail, the dispatch of the aircraft is not possible in accordance
with the maintenance data, and the satisfactory diagnosis of the cause of the fault can only be
made in flight. The process for this troubleshooting is not described in the maintenance data and
therefore scenario (1) does not apply. Since the aircraft cannot fly under its airworthiness
certificate because it has not been released to service after maintenance, a permit to fly issued in
accordance with CAR 21 is required. After the flight and the corresponding maintenance work,
the aircraft can be released to service and continue to operate under its original certificate of
airworthiness.
(c) For certain MCFs the data obtained or verified in flight will be necessary for assessment or
consideration after the flight by the maintenance organisation prior to issuing the maintenance
release. For this purpose, when the personnel of the maintenance organisation cannot perform these
functions in flight, the maintenance organisation may rely on the crew performing the flight to
complete this data or to make statements about in-flight verifications. In this case, the maintenance
organisation should appoint the crew personnel to play such a role on their behalf and, before the
flight, brief appointed crew personnel on the scope, functions and the detailed process to be followed,
including required reporting information after the flight and reporting means, in support of the final
release to service to be issued by the certifying staff.
(iii) additional or alternative instructions proposed by the owner or the continuing airworthiness
management organisation once approved in accordance with CAR M.302, except for intervals
of safety related tasks referred in paragraph (e), which may be escalated, subject to sufficient
reviews carried out in accordance with paragraph (h) and only when subject to direct approval
in accordance with CAR M.302(b).
(e) By derogation to point (d), the owner or the organisation managing the continuing airworthiness of
the aircraft may deviate from the instruction referred to in point (d)(ii) and propose escalated
intervals in the AMP, based on data obtained from sufficient reviews carried out in accordance with
point (h). Indirect approval is not permitted for the escalation of safety-related tasks, except due to
MPD revision. The owner or the organisation managing the continuing airworthiness of the aircraft
may also propose additional instructions in the AMP.
(f) The AMP shall contain details, including frequency, of all maintenance to be carried out, including
any specific tasks linked to the type and the specificity of operations.
(g) For complex motor-powered aircraft, when the AMP is based on maintenance steering group logic
or on condition monitoring, the AMP shall include a reliability programme.
(h) The AMP shall be subject to periodic reviews and be amended accordingly when necessary. Those
reviews shall ensure that the AMP continues to be up to date and valid in light of the operating
experience and instructions from the GCAA, while taking into account new or modified
maintenance instructions issued by the type certificate and supplementary type certificate holders
and any other organisation that publishes such data in accordance with CAR-21.
- More restrictive intervals than those proposed by the TC holder as a result of the reliability
data or because of a more stringent operational environment.
- Additional tasks at the discretion of the operator.
(c) contained in the requirements for standard changes and standard repairs as defined in this CAR.
(d) The aircraft continuing airworthiness records shall include the current status specific to components
of:
1. life-limited parts, including the life accumulated by each affected part in relation to the applicable
airworthiness limitation parameter; and
2. time-controlled components, including the life accumulated by the affected components in the
applicable parameter, since the last accomplishment of scheduled maintenance, as specified in
the AMP.
(e) The owner or operator shall establish a system to keep the following documents and data in a form
acceptable to the GCAA and for the periods specified below:
1. aircraft technical log system: the technical log or other data equivalent in scope and detail, covering
the 36 months period prior to the last entry,
2. the CRS and detailed maintenance records:
(i) demonstrating compliance with ADs and measures mandated by the GCAA in
immediate reaction to a safety problem applicable to the aircraft, engine(s),
propeller(s) and components fitted thereto, as appropriate, until such time as the
information contained therein is superseded by new information equivalent in scope
and detail but covering a period not shorter than 36 months;
(ii) demonstrating compliance with the applicable data in accordance with CAR M.304 for
current modifications and repairs to the aircraft, engine(s), propeller(s) and any
component subject to airworthiness limitations; and
(iii) of all scheduled maintenance or other maintenance required for continuing
airworthiness of aircraft, engine(s), propeller(s), as appropriate, until such time as the
information contained therein is superseded by new information equivalent in scope
and detail but covering a period not shorter than 36 months.
(i) an in-service history record for each life-limited part based on which the current status
of compliance with airworthiness limitations is determined;
(ii) the CRS and detailed maintenance records for the last accomplishment of any
scheduled maintenance and any subsequent unscheduled maintenance of all life-
limited parts and time-controlled components until the scheduled maintenance has
been superseded by another scheduled maintenance of equivalent scope and detail
but covering a period not shorter than 36 months;
(iii) (Reserved)
(i) the data required by point (b)(1) of CAR M.305 in respect of aircraft, engine(s), and
propeller(s) which shall be retained for at least 12 months;
(ii) the last effective status and reports as identified under points (c) and (d) of CAR M.305
which shall be retained for at least 12 months; and
(iii) the most recent CRS(s) and detailed maintenance records as identified under points
(e)(2)(ii) and (e)(3)(i) of CAR M.305 which shall be retained for at least 12 months.
(f) The person responsible for the management of continuing airworthiness tasks pursuant to CAR
M.201, shall comply with the requirements regarding the aircraft continuing airworthiness record
system and present the records to the GCAA upon request.
(g) All entries made in the aircraft continuing airworthiness record system shall be clear and accurate.
When it is necessary to correct an entry, the correction shall be made in a manner that clearly shows
the original entry.
(a) The aircraft continuing airworthiness records are the means to assess the airworthiness status of a
product and its components. An aircraft continuing airworthiness record system includes the
processes to keep and manage those records and should be proportionate to the subject aircraft.
Aircraft continuing airworthiness records should provide the owner/CAMO of an aircraft with the
information needed:
(1) to demonstrate that the aircraft is in compliance with the applicable airworthiness requirements;
and
(2) to schedule all future maintenance as required by the aircraft maintenance programme based, if
any, on the last accomplishment of the specific maintenance as recorded in the aircraft continuing
airworthiness records.
(b) ‘Applicable airworthiness limitation parameter’ and ‘applicable parameter’ refer to ‘flight hours’
and/or ‘flight cycles’ and/or ‘landings’ and/or ‘calendar time’, and/or any other applicable utilisation
measurement unit, as appropriate.
(c) A ‘life-limited part’ is a part for which the maintenance schedule of the aircraft maintenance
programme requires the permanent removal from service when, or before, the specified mandatory
life limitation in accordance with CAR 21 if any of the applicable parameters is reached.
(d) The ‘current status’ when referring to components of life-limited parts should indicate, for each
affected part, the life limitation, the total life accumulated in any applicable parameter (as
appropriate) and the remaining life in any applicable parameter before the life limitation is reached.
(e) The term ‘time-controlled components’ embraces any component for which the maintenance
schedule of the aircraft maintenance programme requires periodically the removal for maintenance
to be performed in an appropriate approved organisation for maintenance in components (workshop)
to return the component to a specified standard, the replacement of sub-components of the assembly
by new ones, or the inspection or test of component’s performance, after a service period controlled
at component level in accordance with the specified airworthiness limitation defined in accordance
with CAR 21, in any of the applicable parameters.
(f) The ‘current status’ when referring to time controlled components refers to the current status of
compliance with the required periodic maintenance task(s) from the maintenance schedule of the
aircraft maintenance programme specific to the time-controlled components. It should include the
life accumulated by the affected components in the applicable parameter, as appropriate, since the
last accomplishment of scheduled maintenance specified in the maintenance schedule of the aircraft
maintenance programme. Any action that alters the periodicity of the maintenance task(s) or changes
the parameter of this periodicity should be recorded.
(g) ‘Detailed maintenance records’ in this part refers to those records required to be kept by the person
or organisation responsible for the aircraft continuing airworthiness in accordance with CAR M.201 in
order that they may be able to fulfil their obligations under CAR M. These are only a part of the
detailed maintenance records required to be kept by a maintenance organisation under CAR M.614
or CAR 145.55(c). Maintenance organisations are required to retain all detailed records to
demonstrate that they worked in compliance with their respective requirements and quality
procedures.
Not all records need to be transferred from the maintenance organisation to the person or
organisation responsible for the aircraft continuing airworthiness in accordance with CAR M.201
unless they specifically contain information relevant to aircraft configuration and future maintenance.
Thus, incoming certificates of conformity, batch number references and individual task card sign-offs
verified by and/or generated by the maintenance organisation are not required to be retained by the
person or organisation responsible in accordance with CAR M.201. However, dimensional information
contained in the task card sign-off or work pack may be requested by the owner/CAMO in order to
verify and demonstrate the effectiveness of the aircraft maintenance programme.
Information relevant to future maintenance may be contained in specific documents related to:
- modifications;
- airworthiness directives;
- repaired and non-repaired damage;
- components referred in CAR M.305(d); and
- measurements relating to defects.
(h) An airworthiness limitation is a boundary beyond which an aircraft or a component thereof must not
be operated, unless the instruction(s) associated with this airworthiness limitation is (are) complied
with.
(i) Other maintenance required for continuing airworthiness’ refers to unscheduled or out of phase
maintenance due to abnormal or particular conditions or events with an impact on the continuing
airworthiness of the aircraft at the time of its return to service. It is not intended to request every
single condition described in the maintenance data, e.g. Aircraft Maintenance Manual Chapter 5,
but just those that cannot be captured by other means; for example, when they are not included in
the records for repairs. Some abnormal or particular conditions or events that could be kept under
this requirement could be lightning strikes, hard landings, long-term storage, propeller or rotor over-
speed, over-torque, impact on a main rotor blade, etc.
(j) The term ‘in-service history record’ embraces records from which the current status of life limited
parts can be determined. The ‘in-service history record’ template could be adjusted to the relevant
characteristics of the life-limited part, e.g. an engine disk being different from a fire extinguisher
squib or landing gear sliding tube. Such records document each time a life-limited part is placed in
service or removed from service. They should clearly:
(1) identify the part by its part number and serial number,
(2) show the date of installation and removal (i.e. date on/date off),
(3) show the details of the installation and removal (i.e. type, serial number, weight variant, thrust
rating, as appropriate, of the aircraft, engine, engine module, or propeller) at installation and
removal of the part when this is necessary to appropriately control the life limitation.
(4) Show the total in-service life accumulated in any applicable parameter, as appropriate,
corresponding to the dates of installation and removal of the part.
Any other events that would affect the life limitation, such as an embodied modification (in
accordance with airworthiness directives, service bulletins or any product improvements) that
affects the life limitation or changes the limitation parameter, should also be included in the in-
service history record. Not all modifications would necessarily be pertinent to the life limitation
of the component. Additionally, if a parameter is not relevant to the life of the part, then that
parameter does not need to be recorded.
(k) The term ‘permanently withdrawn from service’ refers to moving the aircraft or component to a
location that is not used for storage and/or future return to service.
(l) The term ‘current status’ refers to the data which accurately establishes the level of compliance of
an aircraft, engine, propeller or component thereof, with a requirement. Each status should:
(1) identify the aircraft, the engine, the propeller or the component it applies to;
(2) be dated; and
(3) include the relevant total in-service life accumulated in the applicable parameter on the date of
the status.
(a) The inclusion of the certificate of release to service in the aircraft continuing airworthiness record
system means that the date and/or any applicable parameter at which the maintenance was
performed, including a unique reference to the certificate of release to service, should be processed
in the record system.
(b) For components with airworthiness limitations, this information should be found on the authorised
release certificate (AW Form 1 or equivalent). For life-limited parts, some relevant information
required by CAR M.305 may need to be introduced in the in-service history records.
(a) Some gas turbine engines and propellers are assembled from modules and the total life accumulated
in service for the complete engine or propeller may not be kept. When owners and operators wish to
take advantage of the modular design, then the total life accumulated in service for each module, as
well as in-service history if applicable, and detailed maintenance records for each module, should be
maintained. The continuing airworthiness records as specified should be kept with the module and
should show compliance with any mandatory requirements pertaining to that module.
(b) The recording of in-service life accumulation may be necessary also in other measurement units to
ensure the continuing airworthiness of the aircraft. For example, a mandatory life limitation measured
in cycles of auxiliary power unit (APU) usage may apply to some rotating parts. In such a case, APU
cycles need to be recorded.
AIRWORTHINESS DIRECTIVES
(a) The current status of ADs, and measures mandated by the GCAA and the State of Design authority in
immediate reaction to a safety problem, should identify the product/component, the applicable ADs
including revision or amendment numbers and the date on which the status was updated. For the
purpose of assessing the AD status, there is no need to list those ADs which are superseded or
cancelled.
(b) If the AD is generally applicable to the aircraft or component type but is not applicable to the particular
aircraft, engine, propeller or component, then this should be identified with the reason why it is not
applicable.
(c) The current status of ADs should include the release to service date on which the AD or measure was
accomplished (the date the certificate of release to service was issued), and where the AD or measure
is controlled by flight hours and/or flight cycles and/or landings and/or any other applicable
parameter, as appropriate, it should include the corresponding total life on that parameter
accumulated in service on the date when the AD or measure was accomplished and/or the due limit
in the appropriate parameter. For repetitive ADs or measures, only the last and next applications with
the reference to the applicable parameter should be recorded in the current status.
(d) The status should also specify the method of compliance and which part of a multi-part AD or measure
has been accomplished, where a choice is available in the AD or measure.
(e) The current status of AD should be sufficiently detailed to identify any loadable software aircraft part
which is used for operating or controlling the aircraft.
(f) When the AD is multi-part or requests assessments of certain inspections, this information should be
shown as well.
(a) Status of current modifications and repairs means a list compiled at aircraft level of modifications and
repairs currently embodied. It should include the identification of the aircraft, engine(s) or propeller(s),
as appropriate, and the date of the certificate of release to service when the modification or repair was
accomplished. Where a modification or repair creates the need for the accomplishment of scheduled
maintenance tasks, the reference to the applicable tasks should be added to the aircraft maintenance
programme. The status should include the reference to the data in accordance with CAR M.304 that
provides the accomplishment procedure for the modification or repair. It should also specify which part
of a multi-part modification or repair has been accomplished and the method of compliance, where a
choice is available in the data.
(b) In addition to the previous applicable information, in respect to structure, the status of the current
repairs should contain the description of the repair (e.g. doubler, blend, crack, dent, etc.), its location
(e.g. reference to stringers, frames, etc.) and the dimensions. In the case of blend-out repairs, the
remaining material should be recorded too.
(c) The status of modifications should be sufficiently detailed to identify any installed loadable software
aircraft part used for operating or controlling the aircraft, the part number of which evolves
independently of its associated aircraft hardware component, as identified in the maintenance data of
the relevant design approval holders. Other loadable software parts, such as navigational data bases or
entertainment systems, are not considered under this recording requirement.
(d) For the purpose of this paragraph, a component replaced by a fully interchangeable alternate
component is not considered a modification if this condition is published by the design approval holder.
(e) The status of modifications and repairs should include engine(s), propeller(s) and components subject
to mandatory instructions and associated airworthiness limitations, and it is not intended that it should
be retained for other components.
(a) The status of modifications and repairs may include the impact of a specific modification or repair in:
(1) embodiment instructions;
(2) mass and balance change data;
(3) maintenance and repair manual supplements;
(4) maintenance programme changes and instructions for continuing airworthiness; and/or
(5) aircraft flight manual supplements.
(b) When aircraft require a specific loadable software aircraft part configuration in order to operate
correctly, a specific listing with this information may be necessary too.
(a) The current status of compliance with the aircraft maintenance programme means the last and next
accomplishment data (referring to the applicable parameter) for the tasks specified in the
maintenance schedule of the aircraft maintenance programme. It should include:
(1) an identifier specific enough to allow an easy and accurate identification of the task to be carried
out, such as a task reference combined with a task title or short description of the work to be
performed;
(2) the engine, propeller or component identification when the task is controlled at engine, propeller,
or component level; and
(3) the date when the task was accomplished (i.e. the date the certificate of release to service was
issued) and for repetitive tasks when it is next due time, as well as when the terminating action is
performed.
(b) Where the task is controlled by flight hours and/or flight cycles and/or landings and/or calendar time
and/or any other applicable parameter, the total in-service life accumulated by the aircraft, engine,
propeller or component (as appropriate) in the suitable parameter(s) should also be included.
(a) A part is to be considered a life-limited part and a time-controlled component when it complies with
both definitions given in paragraphs (c) and (e) of GM CAR M.305. For example, the maintenance
schedule of the aircraft maintenance programme may include both a mandatory permanent removal
for a landing gear sliding tube and a periodic removal for overhaul of the landing gear (including the
sliding tube).
(b) The following table provides a summary of the records’ requirements related to life-limited parts and
time-controlled components:
(f) The maintenance schedule of the aircraft maintenance programme may include tasks controlled at
component level coming from a mandatory requirement in accordance with CAR 21 and to be
performed in a workshop, such as:
(1) the removal of a component for periodic restoration to return the component to a specified
standard (e.g. removal of the landing gear for overhaul);
(2) the periodic removal of a component for replacement of a sub-component by a new one when it
is not possible to restore the item to a specific standard of failure resistance (e.g. discarding of
universal joints of a gearbox, batteries of the escape slide/raft, discharge cartridges of fire
extinguishers, etc.); and
(3) a periodic inspection or test to confirm that a component meets specified performance standards
(e.g. functional check of the portable emergency locator transmitter, etc.). The component is left
in service (no further maintenance action taken) on the condition that it continues to fulfil its
intended purpose within specified performance limits until the next scheduled inspection.
The above tasks apply to ‘time-controlled components’ as defined in paragraph (e) of GM CAR.M.305. If
a component affected by a task in accordance with (2) and (3) above is controlled at aircraft level by the
aircraft maintenance programme and it has not been removed since the task was last accomplished, then
its status of compliance with CAR M.305(d)2 is already demonstrated by the aircraft records.
(g) When a component is affected by a maintenance task contained the aircraft maintenance programme
(AMP) that is recommended by the design approval holder (DAH) and controlled at component level,
although such component does not qualify as a time-controlled component, the status of the
component may be needed to show that all the maintenance due on the aircraft according to the
aircraft maintenance programme has been carried out.
(h) For aircraft maintenance programmes developed under a primary maintenance process oriented
methodology (e.g. Maintenance Steering Group), the term ‘time-controlled component’ pertains to
‘Hard Time’ and ‘On-Condition’. The primary maintenance processes are:
(2) On-Condition
It is a preventive process in which the component is inspected or tested, at specified periods, to
an appropriate standard in order to determine whether it can continue in service. The purpose is
to remove the component before its failure in service.
Note: For components that are not subject to any of these primary maintenance processes, corrective
maintenance is carried out after failure detection and is aimed at restoring components to a condition in
which they can perform their intended function (‘fly-to failure’).
(i) The following table provides a summary of the records’ requirements related to components
subjected to primary maintenance process: -
(a) The information that constitutes the aircraft continuing airworthiness records may be entered in an
information technology (IT) system and/or documents equivalent in scope and detail. IT systems
acceptable for supporting the aircraft continuing airworthiness records should:
(1) include functions so that search of data and production of status is possible;
(2) allow a transfer of the aircraft continuing airworthiness records data from one system to another
using an industry-wide/worldwide data format or allow printing information;
(3) contain safeguards which prevent unauthorised personnel from altering data; and
(4) ensure the integrity of the data, including traceability of amendments.
(b) ‘Data equivalent in scope and detail’ are included in the airworthiness record system and could be an
aircraft logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log cards for
life-limited parts.
When fulfilling the applicable requirements, a logbook/log card as described above could be a means to
comply with the current status and the in-service history record for each life-limited part.
Producing and/or keeping continuing airworthiness records in a form acceptable to the GCAA normally
means in either material/physical or electronic state, or a combination of both.
Where IT systems are used to retain documents and data, it should be possible to print a paper version of
the documents and data kept.
All physical records should remain legible throughout the required retention period. Physical records on
either paper or microfilm systems should use robust material, which can withstand normal handling,
filing and ageing. They should be stored in a safe way with regard to damage, alteration and theft.
Digitised records may be created from a paper document (original or copy) or from electronic data.
(1) the creation date of the digitised record should be stored with the digitised record;
(2) it is advisable to create an individual digitised record for each document;
(3) if an organisation creates a large number of digitised records, the use of database technology
should ease the future retrieval of the record; and
(4) digitised records should be legible, including details such as, but not limited to, the date of
signature, names, stamps, notes, or drawings.
Digitised records when created from an original paper record, or as a digital electronic original, should be
stored on a system which is secured and kept in an environment protected from damage (e.g. fire,
flooding, excessive temperature or accidental erasing). IT systems should have at least one backup system,
which should be updated at least within 24 hours of any entry in the primary system. Access to both
primary and backup systems is required to be protected against the ability of unauthorised personnel to
alter the database and they should preferably be located remotely from the main system.
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.
Where the GCAA has accepted a system for digitised record-keeping satisfying the above, the paper
document may be permanently disposed of.
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 maintenance organisations and reference to records
maintained by individual mechanics, etc. When reconstruction has been done and the record is still
incomplete, the owner/operator may make a statement in the new record describing the loss and
establishing the time in service based on the research and the best estimate of time in service. The
reconstructed records should be submitted to the GCAA for acceptance. The GCAA may require the
performance of additional maintenance if not satisfied with the reconstructed records.
This retention period of 36 months could be extended in the case of an entry in the technical log system
requiring an additional period of retention as defined in CAR M.
(a) AW Form 1 and the Certificate of Conformity of the components used to perform a
modification/repair are not part of the substantiation data for a modification/repair. These
certificates are retained by the maintenance organisation.
(b) In the case of an AD with several steps or with intermediate assessments during its application, these
intermediate steps should be part of the detailed maintenance records.
‘Until such time as the information contained therein is superseded by new information equivalent in
scope and detail but not shorter than 36 months’ means that during a maximum of 36 months the
information and the one superseding it will be kept but, after these 36 months, only the new information
must be kept.
For example, for a maintenance task with an interval shorter than 36 months, more than one set of
information equivalent in scope and detail should be retained. If the maintenance task interval is longer
than 36 months, the last set of information equivalent in scope and detail is retained.
(a) An AW Form 1 and detailed maintenance records are not required to be kept to support every
installation/removal shown in the in-service history records.
(b) Conservative methods to manage missing historical periods are acceptable to establish the current
status of the life-limited part. In case of use of a conservative method, the supporting documents
should be endorsed. Recommendations from the design approval holder on the procedures to record
or reconstruct the in-service history should be considered.
(Reserved)
When the owner or organisation responsible for the aircraft continuing airworthiness arranges for the
relevant maintenance organisation to retain copies of the continuing airworthiness records on their
behalf, the owner or organisation responsible for the aircraft continuing airworthiness will continue to be
responsible for the retention of records. If they cease to be the owner or organisation responsible for the
aircraft continuing airworthiness of the aircraft, they also remain responsible for transferring the records
to the new owner or organisation.
(b) The initial issue of aircraft technical log system shall be approved by the GCAA. Any subsequent
amendment to that system shall be managed in accordance with CAR M.704(b) and (c), and the
supplement S-1.CAMO.
NOTE 3: Section 3 lay-out should be divided to show clearly what is required to be completed
after flight and what is required to be completed in preparation for the next flight.
Section 4 should contain details of all deferred defects that affect or may affect the safe operation of
the aircraft and should therefore be known to the aircraft commander. Each page of this section
should be pre-printed with the operator’s name and page serial number and make provision for
recording the following:
(i) a cross reference for each deferred defect such that the original defect can be identified in the
particular section 3 sector record page.
(ii) the original date of occurrence of the defect deferred.
(iii) brief details of the defect.
(iv) details of the eventual rectification carried out and its CRS or a clear cross -reference back to the
document that contains details of the eventual rectification.
Section 5 should contain any necessary maintenance support information that the aircraft
commander needs to know. Such information would include data on how to contact maintenance
engineering if problems arise whilst operating the routes etc.
(b) For the purposes of this CAR, applicable maintenance data is:
1. any applicable requirement, procedure, standard or information issued by the GCAA,
2. any applicable airworthiness directive,
3. applicable instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders and any other organisation that publishes such data in
accordance with CAR 21.
4. any applicable data issued in accordance with CAR 145.45(d).
(c) The person or organisation maintaining an aircraft shall ensure that all applicable maintenance data
is current and readily available for use when required. The person or organisation shall establish a
work card or worksheet system to be used and shall either transcribe accurately the maintenance
data onto such work cards or worksheets or make precise reference to the particular maintenance
task or tasks contained in such maintenance data.
applicable, except that in the case of operator or customer provided maintenance data it is not
necessary to hold such provided data when the work order is completed.
(c) use the methods, techniques, standards and instructions specified in the CAR M.401 maintenance
data;
(d) use the tools, equipment and material specified in the CAR M.401 maintenance data. If necessary,
tools and equipment shall be controlled and calibrated to an officially recognised standard;
(e) ensure that maintenance is performed within any environmental limitations specified in the CAR
M.401 maintenance data;
(f) ensure that proper facilities are used in case of inclement weather or lengthy maintenance;
(g) ensure that the risk of multiple errors during maintenance and the risk of errors being repeated in
identical maintenance tasks are minimised;
(h) ensure that an error capturing method is implemented after the performance of any critical
maintenance task;
(i) carry out a general verification after completion of maintenance to ensure the aircraft or component
is clear of all tools, equipment and any extraneous parts or material, and that all access panels
removed have been refitted.
(2) the grouping of tasks for the purpose of sign-off allows critical steps to be clearly identified;
and
(3) any work performed by personnel under supervision (i.e. temporary staff, trainees) is checked
and signed off by an authorised person
(b) To minimise the possibility of an error being repeated in identical tasks that involve
removal/installation or assembly/disassembly of several components of the same type fitted to more
than one system, whose failure could have an impact on safety, the person or organisation
performing maintenance should plan different persons to perform identical tasks in different
systems. However, when only one person is available, then this person should perform re-inspection
of the tasks as described in AMC2 to CAR M.402(h)
has gained experience in the specific control systems to be inspected. This training and
experience could be demonstrated, for example, by:
(i) holding a CAR-66 licence in the same subcategory as the licence subcategory or equivalent
necessary to release or sign off the critical maintenance task;
(ii) holding a CAR-66 licence in the same category and specific training in the task to be
inspected; or
(iii) having received appropriate training and having gained relevant experience in the specific
task to be inspected.
(2) When the work is performed outside a CAR-M Subpart F organisation:
(i) the ‘independent qualified person’ should hold:
(A) a CAR-66 licence in any category or an equivalent national qualification when national
regulations apply; or
(B) a valid pilot licence for the aircraft type.
(ii) additionally, the ‘authorised person’ should assess the qualifications and experience of the
‘independent qualified person’ taking into account that the ‘independent qualified person’
should have received training and have experience in the particular task. It should not be
acceptable that the ‘authorised person’ shows to the ‘independent qualified person’ how to
perform the inspection once work has been already finalised.
(c) How should independent inspection be performed
Independent inspection should ensure for example correct assembly, locking and sense of operation.
When inspecting control systems that have undergone maintenance, the ‘independent qualified
person’ should consider the following points independently:
1) all those parts of the system that have actually been disconnected or disturbed should be
inspected for correct assembly and locking;
2) the system as a whole should be inspected for full and free movement over the complete range;
3) cables should be tensioned correctly with adequate clearance at secondary stops;
4) the operation of the control system as a whole should be observed to ensure that the controls
are operating in the correct sense;
5) if different control systems are interconnected so that they affect each other, all the interactions
should be checked through the full range of the applicable controls; and
6) software that is part of the critical maintenance task should be checked, for example version and
compatibility with the aircraft configuration.
(d) What to do in unforeseen cases when only one person is available
REINSPECTION:
(1) Re-inspection is subject to the same conditions as the independent inspection is, except that the
‘authorised person’ performing the maintenance task is also acting as ‘independent qualified person’
and performs the inspection.
(2) For critical maintenance tasks, re-inspection should only be used in unforeseen circumstances when
only one person is available to carry out the task and perform the independent inspection. The
circumstances cannot be considered unforeseen if the person or organisation has not assigned a
suitable ‘independent qualified person’ to that particular task.
(3) The certificate of release to service is issued by the ‘authorised person’ after the re-inspection has
been performed satisfactorily.
(4) The work card system should record the identification of the ‘authorised person’ and the date and
the details of the re-inspection, as necessary, before the certificate of release to service is issued.
The necessary components or parts needed for the rectification of defects should be made available
or ordered on a priority basis, and fitted at the earliest opportunity.
SUBPART E - COMPONENTS
AW FORM 1 OR EQUIVALENT
An equivalent document to an AW Form 1 may be:
(1) a release document issued by an organisation under the terms of a bilateral agreement signed
by the GCAA; or
(2) an EASA Form 1 issued by a Part 145 organisation approved by an EASA Member State or EASA;
(3) a JAA Form One issued prior to 28 November 2004 by a JAR 145 organisation approved by a JAA
Full member state;
(4) a JAA Form One issued prior to 28 September 2004 by a production organisation
(7) For new parts, an authorised release certificate issued by Type Certificate holder under
Authority of the State of Design; or
(b) Any item in storage without an AW Form 1 or equivalent cannot be installed on aircraft registered
in UAE unless an AW Form 1 or equivalent is issued for such item by an appropriately approved
maintenance organisation in accordance with AMC CAR M.613(a) or AMC1 CAR 145.50(d) and
AMC2 CAR 145.50(d), as applicable.
NOTE 1: The following PMA are eligible for installation on UAE registered aircraft:
a. Parts designed and manufactured in the United States of America under the Parts
Manufacturer Approval (PMA parts) system of the FAA can be accepted if the PMA part is
released on a FAA Form 8130-3 and specified in the Type Certificate (TC) Holder's illustrated
parts catalogue and/or the maintenance data or specified in a FAA Supplementary Type
Certificate (STC) approved by the GCAA; and
b. Parts designed and manufactured in the United States of America under the Parts
Manufacturer Approval (PMA parts) system of the FAA can be accepted if all the following
conditions are met:
i. The PMA part is released on a FAA Form 8130-3;
ii. The PMA part is a non-critical component (as referred in the “Remarks” Block of the
accompanying FAA Form 8130-3). A "critical component" is a part identified as critical
by the design approval holder during the GCAA validation process, or otherwise by the
FAA as exporting authority. Typically, such components include parts for which a
replacement time, inspection interval, or related procedure is specified in the
Airworthiness Limitations Section or Certification Maintenance requirements of the
manufacturer’s maintenance manual or Instructions for Continued Airworthiness; and
iii. A system acceptable to the GCAA should be established by the Operator to allow
utilization of such PMA part. The system should include:
1. Engineering / Technical:
The operator’s technical / engineering section should consider the following
points:
PMA Part meets the regulatory and technical requirements and is acceptable.
The operator may request supporting / substantiating data from the PMA
holder for ensuring that the PMA parts are acceptable.
Issue an internal authorization for the use of PMA parts. If the review identifies
any issues, the PMA part may be rejected or the PMA supplier may be
requested to provide additional documentation.
Initiating necessary documentation / manual changes.
2. Data Package:
A typical data package should have the following:
The Engineering department should record the conclusions reached during the
review and retain a record of these conclusions along with a copy of the
evaluation package.
If the review demonstrates that all requirements are satisfied, the Engineering
department authorizes use of the PMA part by issuing the appropriate
engineering document. This document is usually a revision or supplement to
the IPC showing the new part as an authorized substitute for the OEM part. Of
course, this revision or supplement can be in digital/electronic format if the
airline maintenance is accomplished in a paperless environment.
If the review concludes that some requirements are not satisfied, airline use
of the PMA part is rejected and the package is returned to the purchasing
department.
4. Airworthiness Directive / Continued Airworthiness:
Operators that use a PMA part must ensure that they receive continued
airworthiness information from the PMA supplier for as long as the part is in
service.
Under the GCAA regulations an operator is responsible for continued
airworthiness of the aircraft hence the Operator is responsible for compliance
with the ADs. The Operator will have a system for tracking ADs issued for PMA
parts under their use.
5. Reliability:
Any reliability problems with a PMA part should be detected by the operator’s
normal reliability monitoring process just as for OEM parts. The reliability system
should distinguish between OEM parts and related PMA parts.
6. Reporting Requirements:
The Operator that uses the PMA parts shall provide feedback on in service
problems like failures, malfunctions and defects to the PMA approval holder.
ROSI Reporting shall be made as per the existing GCAA regulations and policy.
The reports should highlight the fact that the part was a PMA part.
NOTE 2:
a. In the case of restoration of complete engines, the work should be carried out in accordance with
CAR M subpart F or CAR 145 by an organisation approved by the GCAA. The restoration of all
other components may be carried out by an organisation appropriately approved to issue a
release to service on any of the above listed forms.
b. Restored UAE complete engine should be released on an AW Form 1 by an appropriately rated
GCAA AMO.
c. Certificates of release to service and authorised release certificates issued before the date of
entry into force of this Regulation CAR M by a maintenance organisation approved by the GCAA
should be deemed equivalent to those required under points CAR M.801 and CAR M.802 of CAR -
M respectively.
NOTE 3: Certain commercial parts are eligible for installation on UAE registered aircraft when that part is
found to conform to the definition, criteria and conditions specified below.
a. Definition;
- Has a part number that is listed in the relevant design data, e.g. AMM, IPC, FAA Approved
Commercial Parts List (CPL), STC Parts List or similar,
- Has been approved by the GCAA by issuance of a modification approval, or by a UAE approved
Design Organization, or by the TC holder, or approved by the TC holder and accepted under the
GCAA Type Acceptance provisions.
Where the function of above defined commercially available part is not critical to the safety of flight, the
operators may install such part as a replacement part, provided the following conditions are met:
1. There is no option available for procuring the same part with a release certificate AW Form 1 or
equivalent.
2. The part conforms to the above noted definition of a commercially available part.
3. Prior to the installation, it has been determined that the part would not adversely affect flight safety,
and the safety of persons onboard or on ground.
- The determination of adverse safety effects should be made by:
i. Design Approval Holder, or
ii. The GCAA approved Design Organization when within its scope of approval.
- The determination must be supported by justification and evidence. The examples of evidence
could be supporting data from the Design Approval Holder / TC holder, risk assessment, or a
report by a Design Organization, etc.
4. The part is accompanied with shipping document and Statement/Certificate of Conformity or any
certificate/documentation confirming the manufacturing conformity with the approved design data.
5. The part is new that has never been used or the original commercial part removed from the aircraft
is repaired by the OEM who hold maintenance organization approval.
6. Prior to the utilization of such part(s), a system established by the operator and acceptable to the
GCAA is in place. The system should ensure that:
- The above noted instructions have been complied with.
- risk and reliability assessment are made by competent staff.
- relevant information, documents, assessment and acceptance are made part of the aircraft
records.
- appropriate reporting systems are in place. The ROSIs or equivalent reports should clearly indicate
that the failed / affected part was a commercially available part
7. The privilege of commercial part can only be exercised by the UAE operators, by defining the system
and procedures of acceptance of such parts in accordance with the requirements of this Regulations,
in the CAMO Exposition. Subsequently, the CAR-145 or CAR-M Subpart-F organisation shall include
the Exposition, defined procedures on the acceptance of the commercial parts for used on their
aircraft, based on the terms and conditions agreed by the CAMO.
UNSERVICEABLE COMPONENTS
(a) The person or organisation that performs maintenance should ensure the proper identification of any
unserviceable components. The unserviceable status of the component should be clearly declared on
a tag together with the component identification data and any information that is useful to define
actions that are necessary to be taken. Such information should state, as applicable, in-service times,
maintenance status, preservation status, failures, defects or malfunctions reported or detected,
exposure to adverse environmental conditions, and whether the component is installed on an aircraft
that was involved in an accident or incident. Means should be provided to prevent unintentional
separation of this tag from the component.
(1) expiry of the service life limit as defined in the aircraft maintenance programme;
(2) non-compliance with the applicable airworthiness directives and other continuing airworthiness
requirements mandated by the GCAA or the Authority of the State of Design;
(3) absence of the necessary information to determine the airworthiness status or eligibility for
installation;
(4) evidence of defects or malfunctions;
(5) being installed on an aircraft that was involved in an incident or accident likely to affect the
component’s serviceability.
(a) components with non-repairable defects, whether visible or not to the naked eye;
(b) components that do not meet design specifications, and cannot be brought into conformity with such
specifications;
(c) components subjected to unacceptable modification or rework that is irreversible;
(d) certified life-limited parts that have reached or exceeded their certified life limits, or have missing or
incomplete records;
(e) components whose airworthy condition cannot be restored due to exposure to extreme forces, heat
or adverse environmental conditions;
(f) components for which conformity with an applicable airworthiness directive cannot be accomplished;
(g) components for which maintenance records and/or traceability to the manufacturer cannot be
retrieved.
(e) Standard Parts are parts that are manufactured in complete compliance with an established
industry, the GCAA or other Government specification which includes design, manufacturing, test
and acceptance criteria, and uniform identification requirements. The specification should
include all information necessary to produce and verify conformity of the part. It should be
published so that any party may manufacture the part. Examples of specifications are National
Aerospace Standards (NAS), Army-Navy Aeronautical Standard (AN), Society of Automotive
Engineers (SAE), SAE Sematec, Joint Electron Device Engineering Council, Joint Electron Tube
Engineering Council, and American National Standards Institute (ANSI), EN Specifications etc.
(f) To designate a part as a standard part, the TC holder may issue a standard parts manual accepted
by the Authority of the original TC holder or may make reference in the parts catalogue to the
specification to be met by the standard part. Documentation that accompanies standard parts
should clearly relate to the particular parts and contain a conformity statement plus both the
manufacturing and supplier source. Some materials are subject to special conditions, such as
storage conditions or life limitation, etc., and this should be included in the documentation and/or
the material’s packaging.
(g) An AW FORM 1 or equivalent is not normally issued and therefore none should be expected.
For sailplanes and powered sailplanes, non-required instruments and/or equipment that are certified
under the provision of CS 22.1301(b), if those instruments or equipment, when installed, functioning,
functioning improperly or not functioning at all, do not in themselves, or by their effect upon the sailplane
and its operation, constitute a safety hazard.
‘Required’ in the term ‘non-required’, as used above, means required by the applicable airworthiness
code (CS 22.1303, 22.1305 and 22.1307) or required by the relevant regulations for air operations
and the applicable Rules of the Air or as required by air traffic management (e.g. a transponder in
certain controlled airspace). Examples of non-required equipment which can be considered to be
standard parts may be electrical variometers, bank/slip indicators ball-type, total energy probes,
capacity bottles (for variometers), final glide calculators, navigation computers, data
logger/barograph/turnpoint camera, bug-wipers and anti-collision systems. Equipment which must
be approved in accordance with the airworthiness code shall comply with the applicable TSO or
equivalent and it is not considered to be a standard part (e.g. oxygen equipment).
MATERIAL
(a) Consumable material is any material which is only used once, such as lubricants, cements,
compounds, paints, chemicals dyes and sealants etc.
(b) Raw material is any material that requires further work to make it into a component part of the
aircraft such as metals, plastics, wood, fabric etc.
(c) Material both raw and consumable should only be accepted when satisfied that it is to the
required specification. To be satisfied, the material and or its packaging should be marked with
the specification and where appropriate the batch number.
(d) Documentation accompanying all material should clearly relate to the particular material and
contain a conformity statement plus both the manufacturing and supplier source. Some material
is subject to special conditions such as storage condition or life limitation etc. and this should be
included on the documentation and/or material packaging.
(e) AW FORM 1 or equivalent is not normally issued for such material and therefore none should be
expected. The material specification is normally identified in the (S)TC holder’s data except in the
case where the GCAA has agreed otherwise.
Components, standard parts and materials should only be installed when they are specified in the
applicable maintenance data. This could include parts catalogue (IPC), service bulletins (SBs), aircraft
maintenance manual (AMM), component maintenance manual (CMM), etc. So, a component, standard
part and material can only be installed after having checked the applicable maintenance data. This check
should ensure that the part number, modification status, limitations, etc., of the component, standard
part or material are the ones specified in the applicable maintenance data of the particular aircraft or
component (i.e. IPC, SB, AMM, CMM, etc.) where the component, standard part or material is going to be
installed. When the installation is performed outside a maintenance organisation, that is by the persons
referred to in CAR M.801(b)(2), CAR M.801(b)(3), CAR M.801(c) or CAR M.801(d), then these persons are
responsible to perform this check before installation. When the installation is performed by a CAR-M
Subpart F organisation, then the organisation has to establish procedures to ensure that this check is
performed before installation.
(b) By derogation from point (a), where a component is fitted to the aircraft, the maintenance of such
component may be performed by an aircraft maintenance organisation approved in accordance
with Subpart F of CAR M or with CAR 145 or by certifying staff referred to in CAR M.801(b)(1). Such
maintenance shall be performed in accordance with aircraft maintenance data or in accordance
with component maintenance data, if agreed by the GCAA. Such aircraft maintenance organisation
or certifying staff may temporarily remove the component for maintenance if this is necessary to
improve access to the component, except where additional maintenance is required due to the
removal. Component maintenance performed in accordance with this paragraph shall not be
eligible for the issuance of an AW Form 1 and shall be subject to the aircraft release requirements
provided for in CAR M.801.
(c) By derogation from paragraph (a), where a component is fitted to the engine or Auxiliary Power
Unit (APU), the maintenance of such component may be performed by an engine maintenance
organisation approved in accordance with Subpart F of CAR-M or with CAR-145. Such maintenance
shall be performed in accordance with engine or APU maintenance data or in accordance with
component maintenance data if agreed by the GCAA. Such B-rated organisation may temporarily
remove the component for maintenance if this is necessary to improve access to the component,
except where additional maintenance is required due to the removal.
(d) Reserved
(a) Installed life-limited parts and time-controlled components shall not exceed the approved
limitation as specified in the approved maintenance programme and airworthiness directives,
except as provided for in CAR M.504(b).
(b) When the approved limitation expires, the component shall be removed from the aircraft for
maintenance, or for disposal in the case of life-limited parts.
(a) Unserviceable and unsalvageable components shall be segregated from serviceable components,
standards parts and materials.
(b) Unsalvageable components shall not be permitted to re-enter the component supply system unless
the mandatory life limitation has been extended or a repair solution has been approved in
accordance with CAR 21.
(2) burning;
(3) removal of a major lug or other integral feature;
(4) permanent distortion of parts;
(5) cutting a hole with cutting torch or saw;
(6) melting;
(7) sawing into many small pieces; and
(8) any other method accepted by the GCAA.
(c) The following procedures are examples of mutilation that are often less successful because they may
not be consistently effective:
(1) stamping or vibro-etching;
(2) spraying with paint;
(3) small distortions, incisions, or hammer marks;
(4) identification by tags or markings;
(5) drilling small holes; and
(6) sawing in two pieces only.
SUBPART F - MAINTENANCE ORGANISATION
3. The approved data necessary to fabricate the part are those approved either by the GCAA, the
TC holder, CAR-21 design organisation approval holder, or STC holder.
4. Items fabricated by an approved maintenance organisation may only be used by that
organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or
components undergoing work within its own facility. The permission to fabricate does not
constitute approval for manufacture, or to supply externally and the parts do not qualify for
certification on AW FORM 1. This also applies to the bulk transfer or surplus inventory, in that
locally fabricated parts are physically segregated and excluded from any delivery certification.
5. Fabrication of parts, modification kits etc. for onward supply and/or sale may not be conducted
under a Section A, Subpart F approval.
6. The data specified in paragraph 3 may include repair procedures involving the fabrication of
parts. Where the data on such parts is sufficient to facilitate fabrication, the parts may be
fabricated by an approved maintenance organisation. Care must be taken to ensure that the
data include details of part numbering, dimensions, materials, processes, and any special
manufacturing techniques, special raw material specification or/and incoming inspection
requirement and that the approved organisation has the necessary capability. That capability
should be defined by way of maintenance organisation manual content. Where special
processes or inspection procedures are defined in the approved data which are not available at
the approved maintenance organisation, that organisation cannot fabricate the part unless the
TC/STC-holder gives an approved alternative.
7. Examples of fabrication under the scope of a Section A, Subpart F approval can include but are
not limited to the following:
(a) fabrication of bushes, sleeves and shims,
(b) fabrication of secondary structural elements and skin panels,
(c) fabrication of control cables,
(d) fabrication of flexible and rigid pipes,
(e) fabrication of electrical cable looms and assemblies,
(f) formed or machined sheet metal panels for repairs.
Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing of the
item is produced which includes any necessary fabrication processes and which is acceptable
to the GCAA.
8. Where a TC-holder or an approved production organisation is prepared to make available
complete data which is not referred to in aircraft manuals or service bulletins but provides
manufacturing drawings for items specified in parts lists, the fabrication of these items is not
considered to be within the scope of a Section A, Subpart F approval unless agreed otherwise
by the GCAA in accordance with a procedure specified in the maintenance organisation manual.
9. Inspection and Identification.
Any locally fabricated part should be subject to an inspection stage before, separately, and
preferably independently from, any inspection of its installation. The inspection should establish full
compliance with the relevant manufacturing data, and the part should be unambiguously identified
as fit for use by stating conformity to the approved data. Adequate records should be maintained
of all such fabrication processes including heat treatment and the final inspections. All parts,
excepting those with inadequate space, should carry a part number which clearly relates it to the
manufacturing/inspection data. Additional to the part number the approved maintenance
organisation’s identity should be marked on the part for traceability purposes.
(b) The maintenance organisation manual and its amendments shall be approved by the GCAA.
(c) Notwithstanding paragraph (b) minor amendments to the manual may be approved through a
procedure (hereinafter called indirect approval).
(a) Facilities are provided for all planned work, specialised workshops and bays are segregated as
appropriate, to ensure protection from contamination and the environment.
(b) Office accommodation is provided for the management of all planned work including in particular,
the completion of maintenance records.
(c) Secure storage facilities are provided for components, equipment, tools and material. Storage
conditions shall ensure segregation of unserviceable components and material from all other
components, material, equipment and tools. Storage conditions shall be in accordance with the
manufacturers' instructions and access shall be restricted to authorised personnel.
(b) A person or group of persons shall be nominated with the responsibility of ensuring that the
organisation is always in compliance with this Subpart. Such person(s) shall be ultimately
responsible to the accountable manager.
(c) All point (b) persons shall be able to show relevant knowledge, background and appropriate
experience related to aircraft and/or component maintenance.
(d) The organisation shall have appropriate staff for the normal expected contracted work. The use of
temporarily sub-contracted staff is permitted in the case of higher than normally expected
contracted work and only for personnel not issuing a certificate of release to service.
(e) The qualification of all personnel involved in maintenance shall be demonstrated and recorded.
(f) Personnel who carry out specialised tasks such as welding, non-destructive testing/inspection other
than colour contrast shall be qualified in accordance with an officially recognised standard.
(g) The maintenance organisation shall have sufficient certifying staff to issue certificates of release to
service for aircraft and components provided for in CAR M.612 and CAR M.613. The staff shall
comply with the following requirements:
1. CAR-66 in the case of aircraft,
2. Appropriately qualified in case of components.
(h) By derogation from paragraph (g), the organisation may use certifying staff qualified in accordance
with the following provisions when providing maintenance support to operators involved in
1. For a repetitive pre-flight airworthiness directive which specifically states that the flight crew
may carry out such airworthiness directive, the organisation may issue a limited certifying
staff authorisation to the aircraft commander on the basis of the flight crew licence held,
provided that the organisation ensures that sufficient practical training has been carried out
to ensure that such person can accomplish the airworthiness directive to the required
standard;
2. In the case of aircraft operating away from a supported location the organisation may issue
a limited certifying staff authorisation to the aircraft commander on the basis of the flight
crew licence, provided that the organisation ensures that sufficient practical training has
been carried out to ensure that such person can accomplish the task to the required standard.
(i) Reserved.
(j) Reserved.
in service aircraft/aircraft components for the purpose of determining the continued fitness of
the product to operate safely.
2. Appropriately qualified means to level 1, 2 or 3 as defined by European Standard 4179:2000 (EN
4179), MIL-STD-410E, ATA Specification 105, or any other equivalent standard acceptable to the
GCAA dependent upon the non-destructive testing function to be carried out.
3. Notwithstanding the fact that level 3 personnel may be qualified via EN 4179, MIL -STD-410E
and ATA Specification 105 to establish and authorise methods, techniques, etc., this does not
permit such personnel to deviate from methods and techniques published by the type
certificate holder/manufacturer in the form of continued airworthiness data, such as in non -
destructive test manuals or service bulletins, unless the manual or service bulletin expressly
permits such deviation.
4. Notwithstanding the general references in EN 4179 to a national aerospace NDI board, all
examinations should be conducted by personnel or organisations under the general control of
such a board. In the absence of a national aerospace NDI board, examinations should be
conducted by personnel or organisations under the general control of the NDI board of a State
designated by the GCAA.
5. Particular non-destructive test means any one or more of the following: dye penetrant,
magnetic particle, eddy current, ultrasonic and radiographic methods including X ray and
gamma ray.
6. In addition it should be noted that new methods are and will be developed, such as, but not
limited to thermography and shearography, which are not specifically addressed by EN 4179.
Until such time as an agreed standard is established such methods should be carried out in
accordance with the particular equipment manufacturers’ recommendations including any
training and examination process to ensure competence of the personnel with the process.
7. Any approved maintenance organisation that carries out continued airworthiness non -
destructive testing should establish qualification procedures for non-destructive testing.
8. Boroscoping and other techniques such as delamination coin tapping are non -destructive
inspections rather than non-destructive testing. Notwithstanding such differentiation,
approved maintenance organisation should establish a procedure to ensure that personnel who
carry out and interpret such inspections are properly trained and assessed for their competence
with the process. Non-destructive inspections, not being considered as non-destructive testing
by Section A, Subpart F are not listed in Appendix IV to CAR M under class rating D1.
9. The referenced standards, methods, training and procedures should be specified in the
maintenance organisation manual.
10. Any such personnel who intend to carry out and/or control a non-destructive test for which
they were not qualified prior to the effective date of CAR-M should qualify for such non-
destructive test in accordance with EN 4179.
11. In this context officially recognised standard means those standards established or published
by an official body whether having legal personality or not, which are widely recognised by the
air transport sector as constituting good practice.
a) A holder of GCAA CAR 66 basic licence, or a holder of a relevant technical degree, or a holder of a
recognized technical training certificate,
b) Can demonstrate sufficient experience on the intended component maintenance that meets the
standards in this regulations,
c) Successfully completed the relevant component maintenance training, and
d) Shall be conversant with the applicable GCAA regulations.
A formal document or form specifying the work to be carried out. This form may be provided by
the continuing airworthiness management organisation managing the aircraft, or by the
maintenance organisation undertaking the work, or by the owner/operator himself.
An entry in the aircraft log book specifying the defect that needs to be corrected.
(b) The component certificate release to service document, AW Form 1 may be generated from a
computer database.
reasonable measures have been taken to ensure that only approved and serviceable
aircraft components are issued an AW FORM 1 under this paragraph.
2.3. For the purposes of this paragraph 2 only, appropriately rated means an organisation with
an approval class rating for the type of component or for the product in which it may be
installed.
2.4. An AW FORM 1 issued in accordance with this paragraph 2 should be issued by signing in
block 14a – 14e and stating "Inspected" in block 11. In addition, block 12 should specify:
2.4.1 When the last maintenance was carried out and by whom;
2.4.2 If the component is unused, when the component was manufactured and by whom
with a cross reference to any original documentation which should be included with
the Form;
2.4.3 A list of all airworthiness directives, repairs and modifications known to have been
incorporated. If no airworthiness directives or repairs or modifications are known
to be incorporated then this should be so stated
2.4.4 Details of life used for service life limited parts being any combination of fatigue,
overhaul or storage life;
2.4.5 For any aircraft component having its own maintenance history record, reference
to the particular maintenance history record as long as the record contains the
details that would otherwise be required in block 13. The maintenance history
record and acceptance test report or statement, if applicable, should be attached
to the AW FORM 1.
2.5. New/unused aircraft components
2.5.1 Any unused aircraft component in storage without an AW FORM 1 up to the
effective date(s) for CAR-21 that was manufactured by an organisation acceptable
to the GCAA at the time may be issued an AW FORM 1 by an appropriately rated
maintenance organisation approved under Section A, Subpart F. The AW FORM 1
should be issued in accordance with the following subparagraphs which should be
included in a procedure within the maintenance organisation manual.
Note 1: It should be understood that the release of a stored but unused aircraft
component in accordance with this paragraph represents a maintenance release
under Section A, Subpart F and not a production release under CAR-21. It is not
intended to bypass the production release procedure agreed by the GCAA for parts
and subassemblies intended for fitment on the manufacturers own production line.
(a) An acceptance test report or statement should be available for all used and
unused aircraft components that are subjected to acceptance testing after
manufacturing or maintenance as appropriate.
(b) The aircraft component should be inspected for compliance with the
manufacturer’s instructions and limitations for storage and condition
including any requirement for limited storage life, inhibitors, controlled
climate and special storage containers. In addition or in the absence of specific
(b) The approved maintenance organisation shall provide a copy of each certificate of release to service
to the aircraft owner, together with a copy of any specific approved repair/modification data used
for repairs/modifications carried out.
(c) The approved maintenance organisation shall retain a copy of all maintenance records and any
associated maintenance data for three years from the date the aircraft or aircraft component to
which the work relates was released from the approved maintenance organisation.
1. The records under this paragraph shall be stored in a manner that ensures protection from
damage, alteration and theft.
2. All computer hardware used to ensure backup shall be stored in a different location from that
containing the working data in an environment that ensures they remain in good condition.
3. Where an approved maintenance organisation terminates its operation, all retained
maintenance records covering the last three years shall be distributed to the last owner or
customer of the respective aircraft or component or shall be stored as specified by the GCAA.
(b) arrange for the performance of specialised services under the control of the maintenance
organisation at another organisation appropriately qualified, subject to appropriate procedures
being established as part of the Maintenance Organisation Manual approved by the GCAA directly;
(c) maintain any aircraft and/or component for which it is approved at any location subject to the need
of such maintenance arising either from the un-serviceability of the aircraft or from the necessity
of supporting occasional maintenance, subject to the conditions specified in the Maintenance
Organisation Manual;
(d) issue certificates of release to service on completion of maintenance, in accordance with CAR M.612
or CAR M.613.
(e) Reserved.
(f) Reserved.
(b) Upon surrender or revocation, the approval certificate shall be returned to the GCAA.
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(b) Notwithstanding paragraph (a), for Commercial Air Operators, the approval shall be part of the air
operator certificate issued by the GCAA, for the aircraft operated.
(c) The scope of work deemed to constitute the approval shall be specified in the continuing
airworthiness management exposition in accordance with point M.704.
1. Where a CAMO is also approved to another CAR, the exposition or manual required by the other
CAR may form the basis of the continuing airworthiness management exposition in a combined
document.
2. Example for a combined CAMO and CAR -145 organisation:
1. Part 0 ‘General organisation’ of the continuing airworthiness management exposition should include
a corporate commitment by the CAMO, signed by the accountable manager, confirming that the
continuing airworthiness management exposition and any associated manuals define the
organisation’s compliance with CAR -M and, as applicable, with CAR-ML and will be complied with at
all times.
2. The accountable manager’s exposition statement should embrace the intent of the following
paragraph, and in fact this statement may be used without amendment. Any amendment to the
statement should not alter its intent:
‘This exposition defines the organisation and procedures upon which the GCAA CAMO 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 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 GCAA will approve this organisation whilst the GCAA is satisfied that the
procedures are followed and the work standard is maintained. It is understood that the GCAA
reserves the right to suspend, limit or revoke the CAMO approval or the air operator certificate, as
applicable, if the GCAA has evidence that the procedures are not followed and standards not
upheld.
Signed .....................................
Dated ......................................
Whenever the accountable manager is changed, it is important to ensure that the new accountable
manager signs the paragraph 2 statement at the earliest opportunity as part of the acceptance by the
GCAA. Failure to carry out this action invalidates the CAMO approval or the air operator certificate.
(b) For commercial air operators, the accountable manager referred to in paragraph (a) shall be the
person who also has corporate authority for ensuring that all the operations of the operator can be
financed and carried out to the standard required for the issue of an air operator's certificate.
(c) A person or group of persons shall be nominated with the responsibility of ensuring that the
organisation always complies with the applicable continuing airworthiness management,
airworthiness review of CAR-M or CAR-ML, as applicable, and the permit to fly requirements. Such
person(s) shall be ultimately responsible to the accountable manager.
(d) For commercial air operators, the accountable manager shall designate a nominated post holder.
This person shall be responsible for the management and supervision of continuing airworthiness
activities, pursuant to point (c).
(e) The nominated post holder referred to in point (d) shall not be employed by a CAR-145 approved
organisation under contract to the operator, unless specifically agreed by the GCAA.
(f) The organisation shall have sufficient appropriately qualified staff for the expected work.
(g) All point (c) and (d) persons shall be able to show relevant knowledge, background and appropriate
experience related to aircraft continuing airworthiness.
(h) The qualification of all personnel involved in continuing airworthiness management shall be
recorded.
(i) (reserved)
(j) The organisation shall define and keep updated in the continuing airworthiness management
exposition the title(s) and name(s) of person(s) referred to in points CAR M.706(a), CAR M.706(c)
and CAR M.706(d).
(k) For complex motor-powered aircraft and aircraft used by commercial air operators, the
organisation shall establish and control the competence of personnel involved in the continuing
airworthiness management, airworthiness review and/or quality audits in accordance with a
procedure and to a standard agreed by the GCAA.
number of ways. However, if a quality system is in place it should be independent from the
other functions.
2. The actual number of persons to be employed and their necessary qualifications is dependent
upon the tasks to be performed and thus dependent on the size and complexity of the
organisation (general aviation aircraft, corporate aircraft, number of aircraft and the aircraft
types, complexity of the aircraft and their age and for commercial air transport, route network,
line or charter, ETOPS) and the amount and complexity of maintenance contracting.
Consequently, the number of persons needed, and their qualifications may differ gr eatly from
one organisation to another and a simple formula covering the whole range of possibilities is
not feasible.
3. To enable the GCAA to accept the number of persons and their qualifications, an organisation
should make an analysis of the tasks to be performed, the way in which it intends to divide
and/or combine these tasks, indicate how it intends to assign responsibilities and establish the
number of man/hours and the qualifications needed to perform the tasks. With significant
changes in the aspects relevant to the number and qualifications of persons needed, this
analysis should be updated.
4. Nominated person or group of persons should have:
4.1. practical experience and expertise in the application of aviation safety standards and safe
operating practices;
4.2. a comprehensive knowledge of:
(a) relevant parts of operational requirements and procedures;
(b) the AOC holder's Operations Specifications when applicable;
(c) the need for, and content of, the relevant parts of the AOC holder's Operations
Manual when applicable;
4.3. knowledge of quality systems;
4.4. five years relevant work experience of which at least two years should be from the
aeronautical industry in an appropriate position;
4.5. a relevant engineering degree or an aircraft maintenance technician qualification with
additional education acceptable to the GCAA. ‘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 with the organisation's continuing airworthiness management
exposition;
4.7. knowledge of a relevant sample of the type(s) of aircraft gained through a formalised
training course. These courses should be at least at a level equivalent to CAR 66 Appendix
III Level 1 General Familiarisation and could be imparted by a CAR 147 organisation, by
the manufacturer, or by any other organisation accepted by the GCAA.
“Relevant sample” means that these courses should cover typical systems embodied in
those aircraft being within the scope of approval.
For any other aircraft of 2730 Kg MTOM and below the formalised training courses may
be replaced by demonstration of knowledge. This knowledge may be demonstrated by
documented evidence or by an assessment performed by the GCAA. This assessment
should be recorded.
4.8. knowledge of maintenance methods.
4.9. knowledge of applicable regulations
1. For aircraft used by commercial air operators or a CMPA , these staff shall have acquired:
(b) Airworthiness review staff nominated by the approved continuing airworthiness organisation can
only be issued an authorisation by the approved continuing airworthiness organisation when
formally accepted by the GCAA after satisfactory completion of an airworthiness review under
supervision of the GCAA or under the supervision of the organisation's airworthiness review staff
in accordance with a procedure approved by the GCAA.
(c) The organisation shall ensure that aircraft airworthiness review staff can demonstrate appropriate
recent continuing airworthiness management experience.
(d) Airworthiness review staff shall be identified by listing each person in the continuing airworthiness
management exposition together with their airworthiness review authorisation reference.
(e) The organisation shall maintain a record of all airworthiness review staff, which shall include details
of any appropriate qualification held together with a summary of relevant continuing airworthiness
management experience and training and a copy of the authorisation. This record shall be retained
until two years after the airworthiness review staff have left the organisation.
Being authorised to perform airworthiness reviews only on those particular aircraft for which
the person is responsible for the complete continuing airworthiness management process.
In the case of one-man organisations, this person always has overall authority. This means that
this person can be nominated as airworthiness review staff.
(b) For every aircraft managed, the approved continuing airworthiness management organisation shall:
1. Ensure than an aircraft maintenance programme including any applicable reliability
programme, as required by CAR M.302 or CAR ML.302, as applicable, is developed and
controlled;
2. for aircraft not used by commercial air operators, provide a copy of the aircraft maintenance
programme to the owner or operator responsible in accordance with CAR M.201 or CAR
ML.201, as applicable;
3. manage the approval of modification and repairs;
4. ensure that all maintenance is carried out in accordance with the approved maintenance
programme and released in accordance with Subpart H of CAR-M or Subpart H of CAR-ML, or
CAR-145, as applicable;
5. ensure that all applicable airworthiness directives and operational directives with a
continuing airworthiness impact, are applied;
6. ensure that all defects discovered during scheduled maintenance or reported are corrected
by an appropriately approved maintenance organisation;
7. ensure that the aircraft is taken to an appropriately approved maintenance organisation
whenever necessary;
8. coordinate scheduled maintenance, the application of airworthiness directives, the
replacement of service life limited parts, and component inspection to ensure the work is
carried out properly;
9. manage and archive all continuing airworthiness records and/or operator's technical log;
10. ensure that the mass and balance statement reflects the current status of the aircraft;
11. ensure that the following information are provided to the CAR 145 AMO to facilitate the
issuance of a CFFF:
(a) Conditions which necessitated operation of aircraft under a CFFF; and
(b) Any other condition which affects safe operation of aircraft, if any; and
12. ensure that all information related to a CFFF are provided to the operator/owner to ensure
safe operation of the aircraft under a CFFF.
(c) In the case of complex motor-powered aircraft or aircraft used for commercial operator, when the
CAMO is not appropriately approved in accordance with CAR-145 or Subpart F of CAR-M, the
organisation shall in consultation with the operator, establish a written maintenance contract with
an organization approved in accordance with CAR-145 or Subpart F of CAR-M or with another
operator, detailing the functions specified under CAR M.301(2), CAR M.301(3), CAR M.301(5) and
CAR M.301(6) or or CAR ML.301(b) to (e), ensuring that all maintenance is ultimately carried out by
a maintenance organization approved in accordance with CAR-145 or Subpart F of CAR-M and
defining the support of the quality functions of CAR M.712(b).
The aircraft base, scheduled line maintenance and engine maintenance contracts, together with all
amendments, shall be acceptable to the GCAA.
(d) Notwithstanding point (c), the contract may be in the form of individual work orders addressed to
the maintenance organisation approved in accordance with CAR145 or Subpart-F of CAR-M in the
case of:
1. an aircraft requiring unscheduled line maintenance,
2. Component maintenance, including engine maintenance.
For CS-25 aeroplanes, adequate knowledge of the airworthiness limitations should cover those contained
in CS-25 Book 1, Appendix H, paragraph H25.4 and fuel tank system airworthiness limitations including
critical design configuration control limitations (CDCCL).
4. The fact that the CAMO has contracted a maintenance organisation approved under CAR-145 or CAR-
M Subpart F, should not prevent it from checking at the maintenance facilities on any aspect of the
contracted work to fulfil its responsibility for the airworthiness of the aircraft.
5. The contract between the CAMO and the maintenance organisation(s) should specify in detail the
responsibilities and the work to be performed by each party.
6. Both the specification of work and the assignment of responsibilities should be clear, unambiguous
and sufficiently detailed to ensure that no misunderstanding should arise between the parties
concerned (operator, CAMO, maintenance organisation) that could result in a situation where work
that has a bearing on the airworthiness or serviceability of aircraft is not or will not be properly
performed.
7. Special attention should be paid to procedures and responsibilities to ensure that all maintenance
work is performed, service bulletins are analysed and decisions taken on accomplishment,
airworthiness directives are completed on time and that all work, including non-mandatory
modifications is carried out to approved data and to the latest standards.
8. Appendix XI to AMC1 to CAR M.708(c) gives further details on the subject.
1. The purpose of M.708 (c) is to ensure that all maintenance is carried out by an appropriately approved
maintenance organisation. It is possible to contract another operator/CAMO (secondary
operator/CAMO) that does not hold a maintenance organisation approval when it proves that such a
contract is in the interest of the CAMO by simplifying the management of its maintenance, and the
CAMO keeps an appropriate control of it. In this case the continuing airworthiness management
exposition should include appropriate procedures to ensure that all maintenance is ultimately carried
out on time by approved maintenance organisations in accordance with the CAMO’s data. In particular,
the quality system procedures should place great emphasis on monitoring compliance with the above.
The list of approved maintenance organisations, or a reference to this list, should be included in the
CAMO’s continuing airworthiness management exposition.
2. This contract should not preclude the operator/CAMO from ensuring that all maintenance is performed
by appropriately approved organisations which comply with the M.201 continuing airworthiness
responsibility requirements, the GCAA should be satisfied during oversight that such an arrangement
allows the operator to ensure full compliance with responsibilities pursuant to CAR M.201. Typical
examples of such arrangements are the following:
Component maintenance:
The CAMO may find it more appropriate to have a primary contractor (the secondary
operator/CAMO) dispatching the components to appropriately approved organisations rather than
sending themselves different types of components to various appropriately approved maintenance
organisations. The benefit for the CAMO is that the management of maintenance is simplified by
having a single point of contact for component maintenance. The CAMO remains responsible for
ensuring that all maintenance is performed by appropriately approved maintenance organisations
and in accordance with the approved standards.
Aircraft, engine and component maintenance:
The CAMO may wish to have a maintenance contract with another a secondary operator/CAMO
not approved under CAR-145 for the same type of aircraft. A typical case is that of a dry-leased
aircraft between operators, where the parties, for consistency or continuity reasons (especially for
short term lease agreements) find it appropriate to keep the aircraft under the current
maintenance arrangement. Where this arrangement involves various CAR-145 approved
contractors, it might be more manageable for the lessee CAMO to have a single contract with the
lessor operator/CAMO. Whatever type of acceptable maintenance contract is concluded, the
CAMO is required to exercise the same level of control on contracted maintenance, particularly
through the M.706(c) continuing airworthiness management group of persons and quality system
as referred to in M.712.
(b) For aircraft not used by air carriers, the approved continuing airworthiness management
organisation may develop "baseline" or "generic" maintenance programmes, or both, in order to
allow for the initial approval or the extension of the scope of an approval, without having the
contracts referred to in Appendix I to CAR-M or Appendix I to CAR-ML, as applicable. These
"baseline" and "generic" maintenance programmes however do not preclude the need to establish
an adequate Aircraft Maintenance Programme in compliance with CAR M.302 or CAR ML.302, as
applicable, in due time before exercising the privileges referred to in CAR M.711.
GM CAR-M.709 Documentation
Paragraph CAR-M.709(a) refers to continuing airworthiness tasks referred to in CAR-M.708. As a
consequence, this covers continuing airworthiness management tasks but not airworthiness reviews.
Airworthiness review requirements are established in CAR-M.710 and the requirements for the
corresponding record retention are contained in CAR-M.714.
When the organisation approved in accordance with CAR M.711(b) performs airworthiness reviews, they
shall be performed in accordance with CAR M.901 or CAR ML.903, as applicable.
2. manage the continuing airworthiness of aircraft used by commercial air operators, when
listed both on its approval certificate and on its Air Operator Certificate (AOC);
3. arrange to carry out limited continuing airworthiness tasks with any contracted organisation,
working under its quality system, as listed on the approval certificate;
4. (Reserved)
5. (Reserved).
(b) An approved continuing airworthiness management organisation may, additionally, be approved to
carry out airworthiness reviews referred to in CAR M.710 and:
1. issue the related airworthiness review certificate and,
2. issue a recommendation for the airworthiness review to the GCAA.
(c) (Reserved).
6. With the exception of engines and auxiliary power units, contracts would normally be limited to one
organisation per aircraft type for any combination of the activities described in Appendix II . Where
contracts are made with more than one organisation, the CAMO should demonstrate that adequate
coordination controls are in place and that the individuals’ responsibilities are clearly defined in the
related contracts.
7. Contracts should not authorise the subcontracted organisation to subcontract to other organisations
elements of the continuing airworthiness management tasks.
8. The GCAA should exercise oversight of the subcontracted activities through the CAMO approval. The
contracts should be acceptable to the GCAA. The CAMO should only subcontract to organisations
which are specified by the GCAA in the approval certificate Form. AWF-ARC-014.
Note: when subcontracting such activities; Storing digital records/or data, records’ storage facilities and
maintenance management software tools for supporting the continuing airworthiness management, the
CAMO should, without the need to amend approval certificate to list such subcontracted organization;
- demonstrate that it is actively control these activities,
- define the services and responsibilities of each party in the contract,
- amend the list of the subcontractors in the CAME,
- append/or make reference to such contract in the CAME.
Furthermore, this situation should not necessarily lead to the removal of the aircraft type from the
organisation approval. As a matter of fact, since in most cases the airworthiness review staff are not
involved in continuing airworthiness management activities, it cannot be argued that these airworthiness
review staff are going to lose their skills just because the organisation is not managing a particular aircraft
type. The important issue in relation to maintaining a particular aircraft type in the organisation approval
is whether the organisation continuously fulfils all the Subpart G requirements (facilities, documentation,
qualified personnel, quality system, etc.) required for initial approval.
3. The feedback part of the system should address who is required to rectify any non-compliance
in each particular case and the procedure to be followed if rectification is not completed within
appropriate timescales. The procedure should lead to the accountable manager specif ied in
M.706.
4. The independent quality audit reports referenced in AMC to CAR M.712(b) should be sent to
the relevant department for rectification action giving target rectification dates. Rectification
dates should be discussed with such department before the quality department or nominated
quality auditor confirms such dates in the report. The relevant department is required to rectify
findings and inform the quality manager or the quality auditor of such rectification.
5. The accountable manager should hold regular meetings with staff to check progress on
rectification except that in the large organisations such meetings may be delegated on a day to
day basis to the quality manager subject to the accountable manager meeting at least twice per
year with the senior staff involved to review the overall performance and receiving at least a
half yearly summary report on findings of non-compliance.
7. A report should be raised each time an audit is carried out describing what was checked and
the resulting findings against applicable requirements, procedures and products.
8. The independence of the audit should be established by always ensuring that audits are carried
out by personnel not responsible for the function, procedure or products being checked.
9. An organisation should establish a quality plan acceptable to the GCAA to show when and how
often the activities as required by Section A, Subpart G will be audited.
6. the facilities, procedures, work scope and staff that could affect the approval.
In the case of proposed changes in personnel not known to the management beforehand, these changes
shall be notified at the earliest opportunity.
3. Keeping continuing airworthiness records in a form acceptable to the GCAA means in paper
form or on a computer database or a combination of both methods. Records stored in microfilm
or optical disc form are also acceptable. The record should remain legible thr oughout the
required retention period.
4. Paper systems should use robust material which can withstand normal handling and filing.
5. Computer systems should have at least one backup system which should be updated within 24
hours of any new entry. Each terminal is required to contain programme safeguards against the
ability of unauthorised personnel to alter the database.
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.
(b) Upon surrender or revocation, the approval certificate shall be returned to GCAA,
Refer to GCAA SAFETY AFFAIRS AUDIT STANDARDS For Finding categorization and process.
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ublication/admin/Library Pdf/Standards/GCAA SAFETY AFFAIRS AUDIT STANDARD.pdf
(a) Except for aircraft released to service by a maintenance organisation approved in accordance with
CAR-145, the certificate of release to service shall be issued according to this Subpart;
(b) No aircraft shall be released to service unless a CRS is issued when all maintenance tasks ordered
have been properly carried out. The CRS shall be issued by an authorised certifying staff of the
maintenance organisation approved in accordance with Subpart F of CAR-M, except for
maintenance tasks other than complex maintenance tasks listed in Appendix VII to CAR M where
the CRS is issued, alternatively by:
(c) By derogation from point (b), in the case of unforeseen situations, when an aircraft is grounded at
a location where no approved maintenance organisation approved in accordance with this
regulation, CAR 145, and no independent certifying staff are available, the owner may authorise any
person, with no less than three years of appropriate maintenance experience and holding either a
valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring certification or a
certifying staff authorisation valid for the work requiring certification issued by an ICAO Annex 6
approved maintenance organization to maintain the aircraft in accordance with the standards set
out in Subpart D of this regulation and release it to service. In that case, the owner shall:
1. obtain and keep in the aircraft records details of the maintenance carried out and of the
qualifications of the person issuing the CRS;
2. ensure that any such maintenance is later on verified and a new CRS is issued by an
appropriately authorised person referred to in point (b) or an organisation approved in
accordance with Subpart F of CAR M, CAR 145, at the earliest opportunity and in any case within
7 calendar days from the issuance of a CRS by the person authorised by the owner;
3. notify the organisation responsible for the continuing airworthiness management of the
aircraft, when contracted, or the GCAA in the absence of such a contract, within 7 days from
the issuance of such authorisation;
(d) In case of a release to service in accordance with point (b)(2), the certifying staff may be assisted in
performing the maintenance tasks by one or more persons subject to his or her direct and
continuous control;
(i) the approval reference of the maintenance organisation and the certifying staff issuing
the CRS;
(ii) in the case referred to in point (b)(2), the identity and, where applicable, the licence
number of the certifying staff issuing the CRS;
4. the limitations to airworthiness or operations, if any.
(f) By derogation from point (b) and notwithstanding point (g), when the required maintenance cannot
be completed, a CRS may be issued with the approved aircraft limitations. In that case, the
certificate shall indicate that the maintenance could not be completed, as well as indicate any
applicable airworthiness or operations limitations, as part of the information required in point
(e)(4);
(g) A CRS shall not be issued in the case of any known non-compliance which endangers flight safety.
AMC CAR M.801 Aircraft certificate of release to service after embodiment of a Standard Change or a
Standard Repair (SC/SR)
Only natural or legal persons entitled to release to service an aircraft after maintenance in accordance
with CAR-M, CAR-145 are considered as an eligible installer responsible for the embodiment of a SC/SR
when in compliance with applicable requirements.
For aircraft where there is no CAR-66 licence applicable, the release to service of an aircraft after
embodiment of a SC/SR is only possible by holders of an appropriate and valid certifying staff qualification
with the following conditions:
- If the holder signs the release to service on behalf of an Approved Maintenance Organisation
(AMO).
- If the holder signs the release to service as an independent certifying staff (not on behalf of an
AMO).
Depending on its nature, for certain SCs/SRs, the Certification Specification CS-STAN might restrict the
eligibility for the issuance of the release to service to certain persons.
Since the design of the SC/SR does not require specific approval, the natural or legal person releasing the
aircraft to service after the embodiment of the change or repair takes the responsibility that the applicable
Certification Specifications within CS-STAN are fulfilled while being in compliance with CAR-M, CAR-145
and not in conflict with TC holders’ data. This includes responsibility in respect of an adequate design, the
selection/manufacturing of suitable parts and their identification, documenting the change or repair,
generation or amendment of aircraft manuals and instructions as needed, embodiment of the
change/repair, releasing the aircraft to service and record-keeping.
The design of the parts and appliances to be used in a SC/SR is considered a part of the change/repair,
and, therefore, there is no need of a specific design approval. However, it is possible that for a particular
SC, these Certification Specifications specifically require the use of parts and appliances that meet a
technical standard. In this case, when the parts and appliances require to be authorised as an TSO article,
other articles recognised as equivalent by means of an international safety agreement or grandfathered
in accordance with CAR 21 are equally acceptable.
Normally, a SC/SR shall not contain specifically designed parts that should be produced by a production
organisation approved in accordance with CAR-21 (POA). However, in the case that the change or repair
would contain such a part, it should be produced by an approved Production Organisation (POA), and
delivered with an AW Form 1. An arrangement in accordance with CAR 21.A.122(b) is not applicable.
Eligibility for installation of parts and appliances belonging to a SC/SR is subject to compliance with the
CAR-21 and CAR-M, CAR-145 related provisions, and the situation varies depending on the aircraft in/on
which the SC/SR is to be embodied, and who the installer is.
The need for an AW Form 1 is addressed in CAR-21 and CAR-M. Furthermore, CAR-M Subpart F, CAR-145
contain provisions (i.e. CAR M.603(c), CAR 145.42(c)) allowing maintenance organisations to fabricate
certain parts to be installed in/on the aircraft as part of their maintenance activities.
The parts modified or installed during the embodiment of the SC/SR need to be permanently marked in
accordance with CAR-21 Subpart Q.
4. Documenting the SC/SR and declaring compliance with the Certification Specifications
In accordance with CAR-M or CAR-145 (e.g. AMC CAR M.801 (e) and AMC CAR 145.50(b)), the legal or
natural person responsible for the embodiment of a change or a repair should compile details of the work
accomplished. In the case of SCs/SRs, this includes, as necessary, based on its complexity, an engineering
file containing drawings, a list of the parts and appliances used for the change or repair, supporting
analysis and the results of tests performed or any other evidence suitable to show that the design fulfils
the applicable Certification Specifications within CS-STAN together with a statement of compliance and
amendments to aircraft manuals, to instructions for continuing airworthiness and to other documents
such as aircraft parts list, wiring diagrams, etc., as deemed necessary. AW Form 123 is prepared for the
purpose of documenting the preparation and embodiment of the SC/SR. The aircraft
logbook should contain an entry referring to AW Form 123; both AW Form 123 and the release to service
required after the embodiment of the SC/SR should be signed by the same person.
AW Form 123 and all the records listed on it should follow elementary principles of controlled
documentation, e.g. contain reference number of documents, issue dates, revision numbers, name of
persons preparing/releasing the document, etc.
5. Record-keeping
The legal or natural person responsible (see paragraph 1. above) for the embodiment of the change/repair
should keep the records generated with the SC/SR as required by CAR-M or CAR-
In addition, CAR M.305 requires that the aircraft owner (or CAMO, if a contract i.a.w. CAR M.201 exists)
keeps the status of the changes/repairs embodied in/on the aircraft in order to control the aircraft
configuration and manage its continuing airworthiness.
With regard to SCs/SRs, the information provided to the owner or CAMO may be listed in AW Form 123
and should include, as required, a copy of any modified aircraft manual and/or instructions for continuing
airworthiness. All this information should normally be consulted when the aircraft undergoes an
airworthiness review, and, therefore, a clear system to record the embodiment of SCs/SRs, which is also
easily traceable, would be of help during subsequent aircraft inspections.
As stipulated in CAR M.302, the aircraft owner or CAMO needs to assess if the changes in the instructions
for continuing airworthiness of the aircraft require to amend the aircraft maintenance programme and to
obtain its approval.
The embodiment of two or more related SCs described in Subpart B of CS-STAN is permitted as a single
change (the use of one AW Form 123 only) as long as adequate references to and records of all SCs
embodied are captured. Restrictions and limitations of the two (or more) SCs would apply. It is permitted
to issue a single release to service containing adequate traceability of all the SCs embodied.
3. Applicability:
5. Operational limitations/affected aircraft manuals. Copies of these manuals are provided to the
aircraft owner:
* Copies of the documents marked with an asterisk are handed to the aircraft owner.
7. Instructions for continuing airworthiness. Copies of these manuals are provided to the aircraft
owner:
8. Other information:
9a. □ This SC complies with the criteria established in the SC definition and with the relevant
paragraphs of
CS-STAN.
9b. □ This SR complies with the criteria established in the SR definition and with the relevant
paragraphs of
CS-STAN.
10. Date of SC/SR embodiment: 11. Identification data and signature of the person
responsible for the embodiment of the SC/SR:
12. Signature of the aircraft owner. This signature attests that all relevant documentation is handed
over from the issuer of this form to the aircraft owner, and, therefore, the latter becomes aware
of any impact or limitations on operations or additional continuing airworthiness requirements,
which may apply to the aircraft due to the embodiment of the change/repair.
AW Form 123
Notes:
Original remains with the legal or natural person responsible for the embodiment of the SC/SR.
The aircraft owner should be provided with copies of the documents referenced in boxes 5 and 7 and
those in box 6 marked with an asterisk ‘*’.
The ‘relevant paragraphs’ in boxes 9a and 9b refer to the applicable paragraphs of ‘Subpart A – General’
of CS-STAN and those of the SC/SR quoted in box 2.
For box 12, when the aircraft owner has signed a contract i.a.w. CAR M.201, it is possible that the
Continuing Airworthiness Management Organisation (CAMO) representative signs box 12 and provides
all relevant information to the owner before next flight.
Completion instructions:
1. Identify the SC/SR with a unique number and reference this number in the aircraft logbook.
2. Specify the applicable CS-STAN chapter including revision (e.g. CS-SCxxxy or CS-SRxxxy) & title.
Provide also a short description.
4. List the parts' numbers and description for the parts installed. Refer to an auxiliary document if
necessary.
6. Refer to the documentation developed to support the SC/SR and its embodiment, including design
data required by the CS-STAN: design definition, documents recording the showing of compliance
with the Certification Specifications or any test result, etc. The documents' references should quote
their revision/issue.
7. Identify instructions for continuing airworthiness that need to be considered for the aircraft
maintenance programme review.
11. Give full name details and certificate reference (of the natural or legal person) used for issuing the
aircraft release to service.
(a) a valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring certification,
or;
(b) a certifying staff authorisation valid for the work requiring certification, issued by an ICAO Annex
6 approved maintenance organisation.
3. A release in accordance with this paragraph does not affect the controlled environment, in accordance
with point (b) of CAR M.901, of the aircraft as long as the CAR M.801(c)2 recheck and release has been
carried out by an approved maintenance organisation.
1. The aircraft certificate of release to service should contain the following statement:
(a) 'Certifies that the work specified except as otherwise specified was carried out in accordance with
CAR-M and in respect to that work the aircraft is considered ready for release to service'.
(b) For a Pilot-owner a certificate of release to service should contain the following statement:
‘Certifies that the limited pilot-owner maintenance specified except as otherwise specified was
carried out in accordance with CAR-M and in respect to that work the aircraft is considered ready
for release to service’.
2. The certificate of release to service should relate to the task specified in the manufacturer's or
operator's instruction or the aircraft maintenance programme which itself may cross-refer to a
manufacturer's/operator's instruction in a maintenance manual, service bulletin etc.
3. The date such maintenance was carried out should include when the maintenance took place relative
to any life or overhaul limitation in terms of date/flying hours/cycles/ landings etc., as appropriate.
4. When extensive maintenance has been carried out, it is acceptable for the certificate of release to
service to summarise the maintenance so long as there is a unique cross-reference to the work-pack
containing full details of maintenance carried out. Dimensional information should be retained in the
work-pack record.
5. The person issuing the certificate of release to service should use his normal signature except in the
case where a computer release to service system is used. In this latter case the GCAA 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.
6. At the completion of all maintenance, owners, certifying staff, operators and maintenance
organisations should ensure they have a clear, concise, legible record of the work performed.
7. In the case of an CAR M.801(b)1 release to service, certifying staff should retain all records necessary
to prove that all requirements have been met for the issuance of a certificate of release to service.
INCOMPLETE MAINTENANCE
1. Being unable to establish full compliance with sub-paragraph CAR M.801(b) means that the
maintenance required by the aircraft owner or CAMO could not be completed due either to running
out of available aircraft maintenance downtime or because the maintenance data requires a flight to
be performed as part of the maintenance, as described in paragraph 4.
2. The aircraft owner or CAMO is responsible for ensuring that all required maintenance has been carried
out before flight. Therefore, an aircraft owner, or CAMO should be informed and agree to the
deferment of full compliance with CAR M.801(b). The certificate of release to service may then be
issued subject to details of the deferment, including the aircraft owner or CAMO authorisation, being
endorsed on the certificate.
3. If a 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
relevant aircraft owner or CAMO so that the issue may be discussed and resolved with the aircraft
owner or CAMO.
4. Certain maintenance data issued by the design approval holder (e.g. aircraft maintenance manual
(AMM)) require that a maintenance task be performed in flight as a necessary condition to complete
the maintenance ordered. Within the aircraft limitations, the person authorised to certify the
maintenance per CAR M.801 should release the incomplete maintenance before this flight. GM CAR
M.301(i) describes the relations with the aircraft operator, which retains the responsibility for the
MCF. After performing the flight and any additional maintenance necessary to complete the
maintenance ordered, a certificate of release to service should be issued in accordance with CAR
M.801.
'Endangers flight safety’ means any instance where safe operation could not be assured or which could
lead to an unsafe condition. It typically includes, but is not limited to, significant cracking, deformation,
corrosion or failure of primary structure, any evidence of burning, electrical arcing, significant hydraulic
fluid or fuel leakage and any emergency system or total system failure. An AD overdue for compliance is
also considered a hazard to flight safety.
(b) The authorised release certificate identified as AW Form 1 constitutes the component CRS, except
when such maintenance on aircraft components has been performed in accordance with point (b)
of CAR M.502, in which case the maintenance is subject to aircraft release procedures in accordance
with CAR M.801.
1. hold a valid pilot license (or equivalent) issued or validated by the GCAA for the aircraft type or
class rating; and
2. own the aircraft, either as sole or joint owner; that owner must be:
(i) one of the natural persons on the registration form; or
(ii) a member of a non-profit recreational legal entity, where the legal entity is specified on
the registration document as owner or operator, and that member is directly involved in
the decision making process of the legal entity and designated by that legal entity to
carry out Pilot-owner maintenance.
(b) For any other than complex motor-powered aircraft of 2 730 kg MTOM and below, which are not
used in CAT operations, in commercial specialised operations or in commercial operations by ATOs,
the pilot-owner may issue a CRS after having carried out limited pilot-owner maintenance as
specified in Appendix VIII.
(c) The scope of the limited Pilot-owner maintenance shall be specified in the aircraft maintenance
programme referred to in CAR M.302.
(d) The CRS shall be entered in the aircraft continuing airworthiness record system and contain basic
details of the maintenance carried out, the maintenance data used, the date on which that
maintenance was completed, as well as the identity, the signature and pilot license number of the
Pilot-owner issuing such a certificate.
2. for any other aircraft of 2730 kg MTOM and below, if the owner so requests.
(i) Where the GCAA issues the airworthiness review certificate itself in accordance with points (g) or
(h) or after assessing the recommendation in accordance with point (d), the owner or operator of
the aircraft shall, where necessary for those purposes, provide the GCAA with:
1. the documentation required by the GCAA; and
2. suitable accommodation at the appropriate location for its personnel; and
3. the support of the certifying staff.
(j) An airworthiness review certificate shall not be issued, nor extended if there is evidence or
indications that the aircraft is not airworthy;
(k) The airworthiness review of the aircraft shall include a full documented review of the aircraft
records establishing that the following requirements have been met:
1. airframe, engine and propeller flying hours and associated flight cycles have been properly
recorded;
2. the flight manual is applicable to the aircraft configuration and reflects the latest revision status;
3. all the maintenance due on the aircraft pursuant to the approved AMP has been carried out;
4. all known defects have been corrected or, when applicable, carried forward in a controlled
manner in accordance with CAR M.403;
5. all applicable ADs have been applied and properly registered;
6. all modifications and repairs applied to the aircraft have been registered and are in compliance
with CAR M.304;
7. all life-limited parts and time-controlled components installed on the aircraft are properly
identified, registered and have not exceeded their limitation;
8. all maintenance has been carried out in accordance with this regulations;
9. the current mass and balance statement reflects the current configuration of the aircraft and is
valid;
10. the aircraft complies with the latest revision of its type design approved/accepted by the GCAA;
11. if required, the aircraft holds a noise certificate corresponding to the current configuration of
the aircraft in compliance with Subpart I of CAR-21.
(l) The airworthiness review of the aircraft shall include a physical survey of the aircraft. For that
survey, airworthiness review staff not appropriately qualified in accordance with CAR-66 shall be
assisted by such qualified staff.
(m) Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:
(n) By derogation from point (a), the airworthiness review may be anticipated by a maximum period of
90 days without loss of continuity of the airworthiness review pattern, so as to allow for the physical
review to take place during a maintenance check.
(o) The airworthiness review certificate (AWF-ARC-15b) or the recommendation for the issue of the
airworthiness review certificate (AWF-ARC-15a) referred to in Appendix III to this regulations can
only be issued:
(p) A copy of any airworthiness review certificate issued for an aircraft shall be sent to the GCAA for
endorsement.
(r) Should the outcome of the airworthiness review be inconclusive, the organisation having carried
out the review shall inform the GCAA as soon as possible and in any case within 72 hours from the
moment the organisation identifies the reason for which the airworthiness review is inconclusive.
(s) The airworthiness review certificate shall not be issued until all findings have been closed.
The following is a summary of the requirements contained in CAR-M.901 as well as the associated AMC
and Appendices, in relation to the responsibilities of the airworthiness review staff:
- Airworthiness review staff are responsible for performing both the documental and the physical
survey.
- Procedures must be established by the CAMO in order to perform the airworthiness review,
including the depth of samplings.
- Procedures must make very clear that the final word about the depth of the inspections (both
documental and physical) belongs to the airworthiness review staff, who can go beyond the
depth established in the CAME if they find it necessary. At the end, it is the responsibility of the
airworthiness review staff to be satisfied that the aircraft complies with CAR-M and is airworthy,
and the organisation must ensure that no pressure or restrictions are imposed on the
airworthiness review staff when performing their duty.
- A compliance report must be produced by the airworthiness review staff, detailing all items
checked and the outcome of the review.
- Airworthiness review staff are responsible for the items checked during the airworthiness
review. However, they do not take over the responsibilities of the CAMO, maintenance
organisation, DOA, POA or any other organisations, not being responsible for problems not
detected during the airworthiness review or for the possibility that the approved or declared
maintenance programme may not include certain recommendations from the design approval
holder. Obviously, if the airworthiness review staff are not independent of the airworthiness
management process and were nominated on the basis of the option of having overall authority
on such a process, they will be responsible for the full continuing airworthiness of such aircraft.
Nevertheless, this responsibility will be a consequence of their position in the organisation and
not of their function as airworthiness review staff.
- The issuance of the airworthiness review certificate (ARC) by the airworthiness review staff only
certifies that the aircraft is considered airworthy in relation to the scope of the airworthiness
review performed and the fact that the airworthiness review staff are not aware of instances of
non-compliance which endanger flight safety. Furthermore, it only certifies that the aircraft is
considered airworthy at the time of the review.
It is the responsibility of the owner or contracted CAMO to ensure that the aircraft is fully airworthy at
any time.
(Reserved)
period and place the aircraft can be seen if required by the GCAA.
(b) Aircraft information
registration
type
manufacturer
serial number
flight manual reference
weight and centre of gravity data
maintenance programme reference
(c) Documents accompanying the recommendation
copy of registration papers
copy of the owners request for a new airworthiness review certificate
(d) Aircraft status
aircraft total time and cycles
list of persons or organisations having carried out continuing airworthiness activities
including maintenance tasks on the aircraft and its components since the last airworthiness
review certificate
(e) Aircraft survey
a precise list of the areas of the aircraft that were surveyed and their status
(f) Findings
a list of all the findings made during the airworthiness review with the corrective action
carried out
(g) Statement
A statement signed by the airworthiness review staff recommending the issue of an
airworthiness review certificate. The statement should confirm that the aircraft in its current
configuration complies with the following:
airworthiness directives up to the latest published issue, and;
type certificate datasheet, and;
maintenance programme, and;
component service life limitations, and;
the valid weight and centre of gravity schedule reflecting the current configuration of the
aircraft, and;
CAR 21 for all modifications and repairs, and;
the current flight manual including supplements, 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 type certificate data sheet used should
be stated.
The statement should also confirm that all of the above is properly entered and certi fied in the
aircraft continuing airworthiness record system and/or in the operator’s technical log.
- registration papers;
- CAR M.305 aircraft continuing airworthiness record system;
- CAR M.306 aircraft technical log system;
- list of deferred defects, minimum equipment list and configuration deviation list if
applicable;
- aircraft flight manual including aircraft configuration;
- aircraft maintenance programme;
- maintenance data;
- relevant work packages;
- AD status;
- modification and SB status;
- modification and repair approval sheets;
- status of life-limited parts and time-controlled components;
- relevant GCAA AW Form 1 or equivalent;
- mass and balance report and equipment list;
- aircraft, engine and propeller TC data sheets.
As a minimum, sample checks within each document category should be carried out.
2. The CAMO should develop procedures for the airworthiness review staff to produce a compliance
report that confirms the above have been reviewed and found in compliance with CAR-M.
PHYSICAL SURVEY
1. The physical survey could require actions categorised as maintenance (e.g. operational tests,
tests of emergency equipment, visual inspections requiring panel opening, etc.). In this case,
after the airworthiness review, a release to service should be issued.
2. When the airworthiness review staff are not appropriately qualified as per CAR-66 in order to
release such maintenance, CAR M.901(l) requires them to be assisted by such qualified
personnel. However, the function of such CAR-66 personnel is limited to performing and
releasing the maintenance actions requested by the airworthiness review staff, it not being their
function to perform the physical survey of the aircraft.
3. This means that the airworthiness review staff who is going to sign the airworthiness review
certificate or the recommendation should be the one performing both the documented review
and the physical survey of the aircraft. It is not the intent of the rule to delegate the survey to
CAR-66 personnel who are not airworthiness review staff. Furthermore, the provision of CAR
M.901(n) that allows a 90-day anticipation for the physical survey provides enough flexibility to
ensure that the airworthiness review staff (ARS) are present.
4. The physical survey may include verifications to be carried out during flight.
5. The CAMO should develop procedures for the ARS to produce a compliance report that confirms
that the physical survey has been carried out and found satisfactory.
6. To ensure compliance, the physical survey may include relevant sample checks of items.
‘Without loss of continuity of the airworthiness review pattern’ means that the new expiration date is
set up 1 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 1 year (up to 90 days
longer).
This anticipation of up to 90 days also applies to the 12-month requirements shown in CAR M.901(b),
which means that the aircraft is still considered as being in a controlled environment if it has been
continuously managed by a single organisation and maintained by appropriately approved organisations,
as stated in CAR M.901(b), from the date when the last airworthiness review certificate was issued until
the date when the new airworthiness review is performed (this can be up to 90 days less than 12 months).
A copy of both the physical survey and document review compliance reports stated above should be sent
to the GCAA together with any recommendation issued for the endorsement of the ARC.
2. the certificate of airworthiness is suspended, revoked or becomes invalid due to any reason
specified in CAR 21.181; or
3. the aircraft is not on the aircraft register of the United Arab Emirates; or
4. the type certificate under which the certificate of airworthiness was issued is suspended or
revoked, or
5. the validity period is lapsed unless specifically extended by the GCAA.
(b) An aircraft must not fly if the certificate of airworthiness is invalid or if:
1. the continuing airworthiness of the aircraft or any component fitted to the aircraft does not
meet the requirements of this CAR, or;
2. the aircraft does not remain in conformity with the type design approved/accepted by the
GCAA; or
3. the aircraft has been operated beyond the limitations of the approved flight manual or the
airworthiness certificate, without appropriate action being taken; or
4. the aircraft has been involved in an accident or incident that affects the airworthiness of the
aircraft, without subsequent appropriate action to restore airworthiness; or
5. a modification or repair is not in compliance with CAR M.304.
(c) Upon surrender or revocation, the airworthiness review certificate shall be returned to the GCAA.
(d) Airworthiness review certificate endorsement procedure:
1. The organisation responsible for the continued airworthiness of the aircraft as per CAR M.201
shall apply for the endorsement of the Airworthiness Review Certificate in a form and a
manner established by the GCAA.
2. The original Airworthiness Review Certificate shall be submitted to the GCAA along with all
the required supporting documents.
CAR M.904 Airworthiness review of aircraft imported into the United Arab Emirates
(a) When importing an aircraft onto the UAE register from a foreign country, the applicant shall:
1. apply for the issuance of a new certificate of airworthiness in accordance with CAR-21;
2. have an airworthiness review carried out satisfactorily in accordance with CAR M. 901; and
3. have all maintenance carried out to comply with the approved maintenance programme in
accordance with CAR M.302.
(b) When satisfied that the aircraft is in compliance with the relevant requirements, the organisation
performing the airworthiness review, shall send a documented recommendation for the issuance
of an airworthiness review certificate to the GCAA.
(c) The owner shall allow access to the aircraft for inspection by the GCAA.
(d) The GCAA shall issue a certificate of airworthiness when it is satisfied that the aircraft complies with
the requirements of CAR 21.
(e) The GCAA shall also issue the airworthiness review certificate. The certificate shall be valid for 1 year,
unless the GCAA decides to reduce the period of validity for reasons of aviation safety.
AMC to CAR M.904(a)(1) Airworthiness reviews of aircraft imported into the UAE
In order to allow for the participation of GCAA personnel, the applicant should inform the GCAA at
least 30 working days in advance of the time and location of the airworthiness review.
AMC to CAR M.904(a)(2) Airworthiness reviews of aircraft imported into the UAE
1. When performing an airworthiness review of aircraft imported into the UAE the aircraft and the
relevant records should be reviewed to determine the work to be undertaken to establish the
airworthiness of the aircraft.
2. In determining the work to be undertaken during the airworthiness review on the aircraft, the
following should be taken into consideration:
(a) the information from third country authorities such as export certificates, primary
authority information; and,
(b) the information on aircraft maintenance history such as continuing airworthiness
records, aircraft, engine, propeller, rotor and life limited part log books or cards as
appropriate, tech log / flight log / cabin log, list of deferred defects, total flight times and
cycles, times and cycles since last maintenance, accident history, former maintenance
schedule, former AD compliance status; and,
(c) the information on aircraft such as aircraft, engine and propeller type certificate
datasheets, noise and emission certificate data sheets, flight manual and supplements;
and,
(d) the aircraft continuing airworthiness status such as the aircraft and component AD status,
the SB status, the maintenance status, the status of all service life limited components,
weight and centre of gravity schedule including equipment list; and,
(e) the modification and repair status of the aircraft detailing elements such as
owner/operator designed modifications and repairs, STCs, and,
(f) the aircraft cabin configuration such as emergency equipment fitted, cockpit
configuration, placards, instrument limitations, cabin layout; and,
(g) the maintenance needed for import, such as embodiment of modifications needed to
comply with the GCAA’s accepted type certificate, bridging check to comply with the new
maintenance programme; and,
(h) the avionics such as, but not limited to, radio and navigation equipment, instrument flight
rules (IFR) equipment, digital flight data recorder (DFDR) / cockpit voice recorder (CVR)
test, ELT 406 MHz code and identification; and,
(i) the compass compensation; and,
(j) special operating rules such as extended twin-engine operations (ETOPS)/ long range
operations (LROPS), reduced vertical separation minima (RVSM), MNPS, all weather
operations (AWOPS), RNAV; and,
(k) the aircraft survey including verification of conformity with the flight manual and the
datasheet, presence of fire proof identification plates, conformity of markings including
registration, presence and serviceability of emergency equipment, internal and external
lighting systems, and,
(l) check flight including check of control system / cockpit ground check / engine run up.
3. If there is no CAMO or maintenance organisation approved for the airworthiness review of the
specific aircraft type available, the GCAA may carry out the airworthiness review. In th is case,
the airworthiness review should be requested to the GCAA with a 30-day notice.
AMC to CAR M.904(b) Airworthiness review of aircraft imported into the UAE
The recommendation sent to the GCAA should contain at least the items described below.
(a) All the information set forth by AMC CAR M. 901(d)
(b) Aircraft information
aircraft assigned registration
state of manufacturer
previous registration
export certificate number
TC and TC data sheet numbers
noise and emissions TC and TC data sheet numbers
comparison of prior maintenance programme with the proposed new maintenance
programme.
(c) Documents accompanying the recommendation
copy of the application, and;
original export certificate, and;
copy of the approvals of the flight manual and its supplements, and;
list of ADs incorporated up to the latest published issue, and;
proposed new maintenance programme, and;
status of all service life limited components, and;
the valid weight and centre of gravity schedule reflecting the current configuration of t he
aircraft, and;
CAR-21 approval reference for all modifications and repairs.
(d) Maintenance
a copy of the work packages requested by the subpart G organisation including details of
any bridging check to ensure all the necessary maintenance has been carried out.
(e) Aircraft check flight
a copy of the check flight report
Refer to GCAA SAFETY AFFAIRS AUDIT STANDARDS For Finding categorization and process.
https://www.gcaa.gov.ae/en/ePublication/_layouts/GCAA/ePublication/DownloadFile.aspx?Un=/en/ep
ublication/admin/Library Pdf/Standards/GCAA SAFETY AFFAIRS AUDIT STANDARD.pdf
SECTION B: RESERVED
APPENDICES TO REQUIREMENTS
APPENDIX I - CONTINUING AIRWORTHINESS MANAGEMENT CONTRACT
1. When an owner/operator contracts in accordance with CAR M.201 a CAMO to carry out continuing
airworthiness management tasks, upon request by the GCAA, a copy of the contract signed by both
parties shall be sent by the owner/operator to the GCAA.
2. The contract shall be developed taking into account the requirements of CAR-M and shall define the
obligations of the signatories in relation to continuing airworthiness of the aircraft.
3. It shall contain as a minimum the following information:
— aircraft registration, type and serial number,
— aircraft owner or registered lessee's name or company details including the address,
— details of the contracted CAMO, including the address, and
— The type of operation
4. It shall state the following:
“The owner/operator entrusts the CAMO with the management of the continuing airworthiness of
the aircraft, the development of a maintenance programme that shall be approved by the GCAA as
detailed in CAR M.1, and the organisation of the maintenance of the aircraft according to said
maintenance programme.
According to the present contract, both signatories undertake to follow the respective obligations of
this contract.
The owner/operator declares, to the best of its 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 contract, by either of the signatories, it will become null. In
such a case, the owner/operator will retain full responsibility for every task linked to the continuing
airworthiness of the aircraft and the owner will undertake to inform the GCAA within two weeks about
such non-conformity with the contract.
5. When an owner/operator contracts a CAMO in accordance with CAR-M.201, the obligations of each
party shall be assigned as follows:
5.1. Obligations of the CAMO:
1. have the aircraft type included in its terms of approval;
2. respect the conditions listed below with regard to maintaining the continuing airworthiness
of the aircraft:
(a) develop a maintenance programme for the aircraft, including any reliability programme
developed, if applicable;
(b) declare the maintenance tasks (in the AMP) that may be carried out by the pilot-owner
in accordance with point (c) of point CAR M.803;
(c) organise the approval of the aircraft's maintenance programme;
(d) once it has been approved, provide the owner/ operator with a copy of the aircraft's
maintenance programme;
(e) organise a bridging inspection with the aircraft's prior maintenance programme;
(f) organise for all maintenance to be carried out by an approved maintenance organisation;
(g) organise for all applicable airworthiness directives to be applied;
(h) organise for all defects discovered during scheduled maintenance, airworthiness reviews
or reported by the owner to be rectified by an approved maintenance organisation;
(i) coordinate scheduled maintenance, the application of airworthiness directives, the
replacement of life limited parts, and component inspection requirements;
(j) inform the owner each time the aircraft shall be brought to an approved maintenance
organisation;
(k) manage all technical records;
(l) archive all technical records;
3. organise the approval of any modification to the aircraft according to CAR-21 before it is
embodied;
4. organise the approval of any repair to the aircraft according to CAR-21 before it is carried
out;
5. inform the GCAA whenever the aircraft is not presented to the approved maintenance
organisation by the owner as requested by the approved organisation;
6. inform the GCAA whenever the present contract is not respected;
7. ensure that the airworthiness review of the aircraft is carried out when necessary and ensure
that the airworthiness review certificate is issued or a recommendation is sent to the GCAA;
8. When ARC is issued by the approved organization, ensure endorsement by GCAA, before
expiry of valid ARC.
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform the GCAA whenever the contract is denounced by either party.
5.2 Obligations of the owner/ operator:
10. inform on a regular basis the CAMO about the aircraft flying hours and any other
utilisation data, as agreed with the CAMO.
11. enter the CRS in the logbooks as mentioned in point (d) of CAR M.803 when
performing pilot-owner maintenance without exceeding the limits of the
maintenance tasks list as declared in the approved AMP as laid down in point (c) of
CAR M.803;
12. inform the CAMO not later than 30 days after completion of any pilot-owner
maintenance task in accordance with point (a) of CAR M.305.
6. When an owner or operator contracts a CAMO in accordance with CAR M.201, the obligations of each
party in respect of mandatory and voluntary occurrence reporting shall be clearly specified.
An operator should establish adequate coordination between flight operations and the CAMO
to ensure that both will receive all the necessary information on the condition of the aircraft to enable
them perform their tasks.
2. GENERAL FORMAT
2.1. The Certificate must comply with the format attached including block numbers and the
location of each block. The size of each block may however be varied to suit the individual
application, but not to the extent that would make the Certificate unrecognisable.
2.2. The Certificate must be in ‘landscape’ format but the overall size may be significantly
increased or decreased so long as the Certificate remains recognisable and legible. If in
doubt consult the GCAA.
2.3. The User/Installer responsibility statement can be placed on either side of the form.
2.4. All printing must be clear and legible to permit easy reading.
2.5. The Certificate may either be pre-printed or computer generated but in either case the
printing of lines and characters must be clear and legible and in accordance with the
defined format.
2.6. The Certificate should be in English, and if appropriate, in one or more other languages.
2.7. The details to be entered on the Certificate may be either machine/computer printed or
hand-written using block letters and must permit easy reading.
3. COPIES
3.1. There is no restriction in the number of copies of the Certificate sent to the customer or
retained by the originator.
4. ERROR(S) ON A CERTIFICATE
4.1. If an end-user finds an error(s) on a Certificate, he must identify it/them in writing to the
originator. The originator may issue a new Certificate only if the error(s) can be verified and
corrected.
4.2. The new Certificate must have a new tracking number, signature and date.
4.3. The request for a new Certificate may be honoured without re-verification of the item(s)
condition. The new Certificate is not a statement of current condition and should refer to
the previous Certificate in block 12 by the following statement; ‘This Certificate corrects the
error(s) in block(s) [enter block(s) corrected] of the Certificate [enter original tracking
number] dated [enter original issuance date] and does not cover
conformity/condition/release to service’. Both Certificates should be retained according to
the retention period associated with the first.
Block 11 Status/Work
The following describes the permissible entries for block 11. Enter only one of these terms – where
more than one may be applicable, use the one that most accurately describes the majority of the
work performed and/or the status of the article.
(i) Overhauled Means a process that ensures the item is in complete
conformity with all the applicable service tolerances
specified in the type certificate holder, or equipment
manufacturer’s instructions for continued airworthiness, or
in the data which is approved or accepted by the Authority.
The item will be at least disassembled, cleaned, inspected,
repaired as necessary, reassembled and tested in accordance
with the above specified data
(ii) Repaired Rectification of defect(s) using applicable standard*)
(iii) Inspected/tested Examination, measurement, etc. in accordance with an
applicable standard*) (e.g. visual inspection, functional testing,
bench testing etc.).
(iv) Modified Alteration of an item to conform to an applicable standard*).
If printing the data from an electronic AW Form 1, any appropriate data not fit for other blocks
should be entered in this block.
Block 13a-13e
General Requirements for blocks 13a-13e: Not used for maintenance release. Shade, darken, or
otherwise mark to preclude inadvertent or unauthorised use.
Block 14a
[Mark the appropriate box (es) indicating which regulations apply to the completed work. If the
box ‘other regulations specified in block 12’ is marked, then the regulations of the other
airworthiness authority(ies) must be identified in block 12. At least one box must be marked, or
both boxes may be marked, as appropriate.
For all maintenance carried out by maintenance organisations approved in accordance with
Subpart F of CAR-M, the box ‘other regulation specified in block 12’ shall be ticked and the
certificate of release to service statement made in block 12. In that case, the certification
statement ‘unless otherwise specified in this block’ is intended to address the following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by CAR-M.
(c) Where the maintenance was carried out in accordance with a requirement other than that
specified in CAR-M. In this case block 12 shall specify the particular national regulation.-
For all maintenance carried out by maintenance organisations approved in accordance with
CAR145, the certification statement ‘unless otherwise specified in block 12’ is intended to address
the following cases:
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by CAR-145.
(c) Where the maintenance was carried out in accordance with a requirement other than that
specified in CAR-145. In this case block 12 shall specify the particular national regulation.
Block 14b Authorised Signature
This space shall be completed with the signature of the authorised person. Only persons
specifically authorised under the rules and policies of the GCAA are permitted to sign this block.
To aid recognition, a unique number identifying the authorised person may be added.
Block 14c Certificate/Approval Number
Enter the Certificate/Approval number/reference. This number or reference is issued by the GCAA
Block 14d Name
Enter the name of the person signing block 14b in a legible form.
Block 14e Date
Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day, mmm
= first 3 letters of the month, yyyy = 4 digit year
User/Installer Responsibilities
Place the following statement on the Certificate to notify end users that they are not relieved of
their responsibilities concerning installation and use of any item accompanied by the form:
‘THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL.
WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN
AIRWORTHINESS AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN
BLOCK 1, IT IS ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS
AUTHORITY ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN
ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION
- Maintenance documentation used, including the revision status, for all work performed and not
limited to the entry made in block 11. A statement such as ‘in accordance with the CMM’ is not
acceptable.
- NDT methods with appropriate documentation used when relevant.
- Compliance with airworthiness directives or service bulletins.
- Repairs carried out.
- Modifications carried out.
- Replacement parts installed.
- Life-limited parts status.
- Shelf life limitations.
- Deviations from the customer work order.
- Release statements to satisfy a foreign civil aviation authority maintenance requirement.
- Information needed to support shipment with shortages or re-assembly after delivery.
- References to aid traceability, such as batch numbers.
APPENDIX IV - CLASS AND RATINGS SYSTEM TO BE USED FOR THE APPROVAL OF MAINTENANCE
ORGANISATIONS REFERRED TO IN CAR M SUBPART-F AND CAR-145
1. Except as stated otherwise for the smallest organisation in point 12, the table referred to point
13 provides the standards system for the approval of maintenance organization under Subpart
F of CAR M and CAR 145. An organisation must be granted an approval ranging from a single
class and rating with limitations to all classes and ratings with limitations.
2. In addition to the table referred to point 13, the approved maintenance organisation is required
to indicate its scope of work in the maintenance organisation manual/exposition. See also
paragraph 11.
3. Within the approval class(es) and rating(s) granted by the GCAA, the scope of work specified in
the maintenance organisation manual/exposition defines the exact limits of approval. It is
therefore essential that the approval class(es) and rating(s) and the organisation's scope of work
are matching.
4. A category A class rating means that the approved maintenance organisation may carry out
maintenance on the aircraft and any component (including engines and/or Auxillary Power Units
(APUs)), in accordance with aircraft maintenance data or, if agreed by the GCAA, in accordance
with component maintenance data, only whilst such components are fitted to the aircraft.
Nevertheless, such A-rated approved maintenance organisation may temporarily remove a
component for maintenance, in order to improve access to that component, except when such
removal generates the need for additional maintenance not eligible for the provisions of this
point. This will be subject to a control procedure in the maintenance organisation
manual/exposition to be approved by the GCAA. The limitation section will specify the scope of
such maintenance thereby indicating the extent of approval.
5. A category B class rating means that the approved maintenance organisation may carry out
maintenance on the uninstalled engine/APU (‘Auxiliary Power Unit’) and engine/APU
components, in accordance with engine and/or APU maintenance data or, if agreed by the
GCAA, in accordance with component maintenance data, only whilst such components are fitted
to the engine/APU. Nevertheless, such B Rated approved maintenance organisations may
temporarily remove a component for maintenance, in order to improve access to that
component, except when such removal generates the need for additional maintenance not
eligible for the provisions of this point. The limitation section will specify the scope of such
maintenance thereby indicating the extent of approval. A maintenance organisation approved
with a category B class rating may also carry out maintenance on an installed engine during
‘base’ and ‘line’ maintenance subject to a control procedure in the maintenance organisation
exposition/manual to be approved by the GCAA. The maintenance organisation
exposition/manual scope of work shall reflect such activity where permitted by the GCAA.
6. A category C class rating means that the approved maintenance organisation may carry out
maintenance on uninstalled components (excluding engines and APUs) intended for fitment to
the aircraft or engine/APU. The limitation section will specify the scope of such maintenance
thereby indicating the extent of approval. A maintenance organisation approved with a category
C class rating may also carry out maintenance on an installed component during base and line
It should be noted that such an organisation may be further limited by the GCAA in the scope of
approval dependent upon the capability of the particular organisation.
13. TABLE 2
A3 helicopters/ single Shall state helicopter manufacturer or [YES/NO] (*) [YES/NO] (*)
engine group or series or type and/or the
maintenance tasks(s)
Example: Robinson R44
A4 Aircraft other than Shall state aircraft category (sailplane, [YES/NO] (*) [YES/NO] (*)
A1, A2 and A3 balloon, airship, etc.) manufacturer or
group or series or type and/or the
maintenance task(s)
B1 Turbine [Shall state engine series or type and/or the maintenance task(s)]
ENGINES Example: PT6A Series
C18 Protection
ice/rain/fire
C19Windows
C20 Structural
C21 Water Ballast
C22 Propulsion
Augmentation
SPECIALISED D1 Non Destructive Shall state particular NDT Method(s)
SERIVICES Testing
(*) Delete as appropriate.
APPENDIX VII
Complex Maintenance Tasks
The following constitutes the complex maintenance tasks referred to in CAR M.801(b):
1. The modification, repair or replacement by riveting, bonding, laminating, or welding of any of
the following airframe parts:
(a) a box beam;
(b) a wing stringer or chord member;
(c) a spar;
(d) a spar flange;
(e) a member of a truss-type beam;
(f) the web of a beam;
(g) a keel or chine member of a flying boat hull or a float;
(h) a corrugated sheet compression member in a wing or tail surface;
(i) a wing main rib;
(j) a wing or tail surface brace strut;
(k) an engine mount;
(l) a fuselage longeron or frame;
(m) a member of a side truss, horizontal truss or bulkhead;
(n) a seat support brace or bracket;
(o) a seat rail replacement;
(p) a landing gear strut or brace strut;
(q) an axle;
(r) a wheel; and
(s) a ski or ski pedestal, excluding the replacement of a low-friction coating.
2. The modification or repair of any of the following parts:
(a) aircraft skin, or the skin of an aircraft float, if the work requires the use of a support, jig or
fixture;
(b) aircraft skin that is subject to pressurization loads, if the damage to the skin measures more
than 15 cm (6 inches) in any direction;
(c) a load-bearing part of a control system, including a control column, pedal, shaft, quadrant,
bell crank, torque tube, control horn and forged or cast bracket, but excluding
I. the swaging of a repair splice or cable fitting,and
II. the replacement of a push-pull tube end fitting that is attached by riveting; and
(d) any other structure, not listed in (1), that a manufacturer has identified as primary structure
in its maintenance manual, structural repair manual or instructions for continuing
airworthiness.
(a) dismantling and subsequent reassembling of a piston engine other than (i) to obtain access
to the piston/cylinder assemblies; or (ii) to remove the rear accessory cover to inspect
and/or replace oil pump assemblies, where such work does not involve the removal and re-
fitment of internal gears;
(b) dismantling and subsequent reassembling of reduction gears;
(c) welding and brazing of joints, other than minor weld repairs to exhaust units carried out by a
suitably approved or authorised welder but excluding component replacement;
(d) the disturbing of individual parts of units which are supplied as bench tested units, except
for the replacement or adjustment of items normally replaceable or adjustable in service.
4. The balancing of a propeller, except:
(a) for the certification of static balancing where required by the maintenance manual;
(b) dynamic balancing on installed propellers using electronic balancing equipment where
permitted by the maintenance manual or other approved airworthiness data;
5. Any additional task that requires:
(a) specialized tooling, equipment or facilities; or
(b) significant coordination procedures because of the extensive duration of the tasks and
the involvement of several persons.
The sentence ‘suitably approved or authorised welder’ contained in Appendix VII, paragraph 3(c),
means that the qualification should meet an officially recognised standard or, otherwise, should be
accepted by the GCAA.
Any task described in the aircraft flight manual as preparing the aircraft for flight (Example: assembling
the glider wings or pre-flight), is considered to be a pilot task and is not considered a Pilot-owner
maintenance task and therefore does not require a Certificate of Release to Service.
(c) Performance of the maintenance Pilot-owner tasks and records
The maintenance data as specified in CAR M.401 must be always available during the conduct of Pilot-
owner maintenance and must be complied with. Details of the data referred to in the conduct of Pilot-
owner maintenance must be included in the Certificate of Release to Service in accordance with CAR
M.803(d).
The Pilot-owner must inform the approved continuing airworthiness management organisation
responsible for the continuing airworthiness of the aircraft (if applicable) not later than 30 days after
completion of the Pilot-owner maintenance task in accordance with CAR M.305(a).
1. The lists here below specify items that can be expected to be completed by an owner who holds
a current and valid pilot licence for the aircraft type involved and who meets the competence and
responsibility requirements of Appendix VIII to Part-M.
2. The list of tasks may not address in a detailed manner the specific needs of the various aircraft
categories. In addition, the development of technology and the nature of the operations
undertaken by these categories of aircraft cannot be always adequately considered.
3. Therefore, the following lists are considered to be the representative scope of limited Pilot Owner
maintenance referred to in CAR M.803 and Appendix VIII:
- Part A applies to aeroplanes;
- Part B applies to rotorcraft;
- Part C applies to sailplanes and powered sailplanes;
- Part D applies to balloons and airships.
wing aeroplane as well as the one-year inspection on a glider may normally be eligible for Pilot-owner
maintenance.
Note: Tasks in Part A or Part B shown with ** exclude IFR operations following Pilot-owner
maintenance. For these aircraft to operate under IFR operations, these tasks should be released by an
appropriate licensed engineer.
Pitot Static System – Simple sense and leak check, excluding Yes**
IFR operations.
Drainage – Drainage of water drainage traps or filters within Yes**
the
Pitot Static system excluding IFR operations.
Instruments – Check for legibility of markings and those Yes
readings are consistent with ambient conditions.
32 Landing Gears Wheels – Removal, replacement and servicing, including Yes
replacement of wheel bearings and lubrication.
Replacement of skid wear shoes. Yes
Fit and remove snow landing pads. Yes
Servicing – Replenishment of hydraulic fluid. Yes
Brake – Replacement of worn brake pads Yes
33 Lights Lights – replacement of internal and external bulbs, filaments, Yes
reflectors and lenses.
34 Navigation Software – Updating self contained, instrument panel mount, Yes
navigational software databases, excluding automatic flight
control systems and transponders.
Navigation devices – Remove and replace self contained, Yes**
instrument panel mount navigation devices with quick
disconnect connectors, excluding automatic flight control
systems, transponders, primary flight control system and IFR
operations.
Self contained data logger – Installation, data restoration. Yes
51 Structures Protective Coating – Applying preservative material or coatings Yes
where no disassembly of any primary structure or operating
system is involved.
Surface finish - Minor restoration where no disassembly of any Yes
primary structure or operating system is involved, excluding
intervention on main and tail rotors. This includes application
of signal coatings or thin foils as well as Registration markings.
Fairings – Simple repairs to non-structural fairings and cover Yes
plates which do not change the contour.
52 Doors Doors - Removal and reinstallation. Yes
53 Fuselage Upholstery, furnishing – Minor repairs which do not require Yes
disassembly of primary structure or operating systems, or
interfere with control systems.
56 Windows Side Windows - Replacement if it does not require riveting, Yes
bonding or any special process.
62 Main rotor Removal/installation of main rotor blades that are designed Yes
for removal where special tools are not required (tail rotor
blades excluded) limited to installation of the same blades
previously removed refitted in the original position.
63 Transmission Chip detectors – Remove, check and replace provided the chip Yes
65 detector is a self-sealing type and not electrically indicated.
67 Flight Control Removal or reinstallation of co-pilot cyclic and collective Yea
controls and yaw pedals where provision for quick disconnect
is made by design.
71 Powerplant Cowlings - Removal and re-fitment. Yes
installation
72 Engine Chip detectors –removal, checking and reinstallation provided Yes
the chip detector is a self sealing type and not electrically
indicated.
79 Oil System Filter elements – Replacement, provided that the element is of Yes
the “spin on/off” type.
Oil - Changing or replenishment of engine oil. Yes
32 Landing Gear Wheels – Removal, replacement and servicing, Yes Yes Yes
including replacement of wheel bearings and
lubrication.
Servicing – Replenishment of hydraulic fluid Yes Yes Yes
Shock Absorber – Replacement or servicing of Yes Yes Yes
elastic cords or rubber dampers.
Shock Struts – Replenishment of oil or air. Yes Yes Yes
Landing gear doors - Removal or reinstallation Yes Yes Yes
and repair including operating straps.
Skis – Changing between wheel and ski landing Yes Yes Yes
gear.
Skids – Removal or reinstallation and servicing Yes Yes Yes
of main, wing and tail skids.
Wheels fairing (spats) – Removal and Yes Yes Yes
reinstallation.
Mechanical brakes – Adjustment of simple Yes Yes Yes
cable operated systems.
Brake – Replacement of worn brake pads. Yes Yes Yes
Springs – Replacement of worn or aged springs. Yes Yes Yes
Gear Warning –Removal or reinstallation of Yes Yes Yes
simple gear warning systems.
33 Lights Lights – Replacement of internal and external N/A N/A Yes
bulbs, filaments, reflectors and lenses.
34 Navigation Software – Updating self-contained, instrument Yes Yes Yes
panel mount navigational software databases,
excluding automatic flight control systems and
transponders and including update of non-
required instruments/equipment.
Navigation devices – Removal and replacement Yes Yes Yes
of self-contained, instrument panel mount
navigation devices with quick disconnect
connectors, excluding automatic flight control
systems, transponders, primary flight control
system.
Self-contained data logger – Installation, data Yes Yes Yes
restoration.
51 Structure Fabric patches – Simple patches extending over Yes Yes Yes
not more than one rib and not requiring rib
stitching or removal of structural parts or
control surfaces.
Protective Coating – Applying preservative Yes Yes Yes
material or coatings where no disassembly of
Note: For the purpose of this Appendix, references to CAR 145 organisations should be understood as
references to Subpart F organisations, as applicable.
1 General requirements
1.1 The maintenance programme should contain the following basic information.
1.1.1 The type/model and registration number of the aircraft, engines and, where
applicable, auxiliary power units and propellers
1.1.2 The name and address of the owner, operator or Section A, Subpart G
approved organisation managing the aircraft airworthiness.
1.1.3 The reference, the date of issue and issue number of the approved
maintenance programme.
1.1.4 A statement signed by the owner, operator or Section A, Subpart G approved
organisation managing the aircraft airworthiness to the effect that the
specified aircraft will be maintained to the programme and that the
programme will be reviewed and updated as required.
1.1.5 Contents/list of effective pages and their revision status of the document.
1.1.6 Check periods, which reflect the anticipated utilisation of the aircraft. Such
utilisation should be stated and include a tolerance of not more than 25%.
Where utilisation cannot be anticipated, calendar time limits should also be
included.
1.1.7 Procedures for the escalation of established check periods, where applicable
and acceptable to the GCAA.
1.1.8 Provision to record the date and reference of approved amendments
incorporated in the maintenance programme.
1.1.9 Details of pre-flight maintenance tasks that are accomplished by maintenance
staff.
1.1.10 The tasks and the periods (intervals/frequencies) at which each part of the
aircraft, engines, APU’s, propellers, components, accessories, equipment,
instruments, electrical and radio apparatus, together with the associated
systems and installations should be inspected. This should include the type
and degree of inspection required.
1.1.11 The periods at which components should be checked, cleaned, lubricated,
replenished, adjusted and tested.
1.1.12 If applicable details of ageing aircraft system requirements together with any
specified sampling programmes.
(a) For CVR: At intervals not exceeding 12 months, inspect the installation.
Confirm by means of the CVR controller monitor jack, proper recording
on each audio channel from area microphone(s), receiver audio, side
tone, interphone, public address (if recorded) and boom microphone
(including ’hot mike’ function, i.e. interphone OFF). Confirm proper
function of the inhibit logic for the bulk erase.
(b) For FDR (DFDR): As part of each Pre-Flight Check, the aural or visual
means for preflight checking the flight recorders for proper operation, of
an automatically or manually initiated test, should be used every day.
When no such means is available for a flight recorder, the operator should
perform an operational check of the flight recorder for no failure.
1.1.22 Every 24 month inspections should be included in the AMP to be carried out
as follows for CVR and FDR (DFDR):
(c) The read-out of the recorded data from the CVR and FDR (DFDR) should
ensure that the recorder operates correctly for the nominal duration of
the recording in accordance with CAT.IDE.A.185 or CAT.IDE.A.190.
(d) The analysis of the FDR (DFDR) should evaluate the quality of the
recorded data to determine if the bit error rate is within acceptable limits
and to determine the nature and distribution of the errors.
(e) A complete flight from the FDR (DFDR) should be examined in engineering
units to evaluate the validity of all recorded parameters. Particular
attention should be given to parameters from sensors dedicated to the
FDR (DFDR). Parameters taken from the aircraft’s electrical bus system
need not be checked if their serviceability can be detected by other
aircraft systems.
NOTE: This recording should be preserved, at least until replaced by a more recent one. The
purpose of this is to ensure that, in the event of an accident/incident, air accident
investigators have access to a readout from the flight recording system that is
representative of the actual aircraft conditions prior to the event.
(f) The read-out facility should have the necessary software to accurately
convert the recorded values to engineering units and to determine the
status of discrete signals.
(g) A sampling of 10% of the fleet should be carried out within the 24 month
period examining the recorded signals on the CVR by a re-play of the CVR
recording. Furthermore, Where practicable, during the 24 month period
examination (i.e. AMP task), a sample of in-flight recordings of the CVR
should be examined for evidence that the intelligibility of the signal is
acceptable.
NOTE: While installed in the aircraft, the CVR should record test signals from each aircraft source
and from relevant external sources to ensure that all required signals meet intelligibility
standards.
(h) Reserved
1.1.23 Calibration of the FDR (DFDR) system, unless otherwise addressed by the
aircraft Type Certificate Holder or OEM, should be included in the AMP as
follows:
(b) The FDR(DFDR) system should be re-calibrated at least every five years to
determine any discrepancies in the engineering conversion routines for
the mandatory parameters (CAT.IDE.A.190), and to ensure that
parameters are being recorded within the calibration tolerances, and
(c) When the parameters of altitude and airspeed are provided by sensors
that are dedicated to the FDR (DFDR) system, there should be a re-
calibration performed as recommended by the sensor manufacturer, or
at least every two years.
1.1.24 When developing the aircraft maintenance programme, operators should
consider the instructions for continued airworthiness provided by the TC or
STC Holder for the CVR/FDR (DFDR) and the ICAO guidelines stated in ICAO
Annex 6 Part I-Aeroplanes Appendix 8 or ICAO Annex 6 Part III-Helicopters
Appendix 4 as minimum. CVR and FDR (DFDR) malfunction occurrences should
be reported to the GCAA through the ROSI system. In addition procedures for
the analysis of CVR/FDR (DFDR) recordings, including arrangements with any
sub-contracted organisation when applicable, should be reflected in the
organisation CAME procedures. Specific procedures for the analysis of FDR
(DFDR) recordings should include:
(a) Arrangements for the accomplishment of a representative flight, and
provision of the recorded parameters, for assessment of the recording.
(b) Method of transmission of the data to a suitable readout facility.
(c) Where the analysis of the readout results will be carried out and how the
results will be presented to the operator.
(d) The method of recording a satisfactory readout in the continuing
airworthiness records.
(e) The procedures to be used to raise any defects noted during the readout
check and to control their rectification in accordance with MEL
requirements.
1.1.25 Operators and continuing airworthiness management organisations are
required to develop procedures to comply with maintenance requirements of
3. Amendments
Amendments (revisions) to the approved maintenance programme should be made by the
owner or the CAMO, to reflect changes in the TC holder’s recommendations, modifications,
service experience, or as required by the GCAA.
4. Permitted variations to maintenance periods
The owner or the CAMO may only vary the periods prescribed by the programme with the
approval of the GCAA or through a procedure developed in the maintenance programme and
approved by the GCAA.
5. Periodic review of maintenance programme contents
5.1 The owner or the CAMO approved maintenance programmes should be subject to
periodic review to ensure that they reflect current TC holder’s recommendations,
revisions to the MRB report if applicable, mandatory requirements and the
maintenance needs of the aircraft.
5.2 The owner or the CAMO should review the detailed requirements at least annually for
continued validity in the light of operating experience.
6. Reliability Programmes
6.1 Applicability
6.1.1 A reliability programme should be developed in the following cases:
(a) the aircraft maintenance programme is based upon MSG-3 logic;
(b) the aircraft maintenance programme includes condition monitored components;
(c) the aircraft maintenance programme does not contain overhaul time periods for all
significant system components;
(d) when specified by the Manufacturer’s maintenance planning document or MRB.
Note: for the purpose of this paragraph, a significant system is a system the failure of which could
hazard the aircraft safety.
6.1.2 Notwithstanding paragraphs 6.1.1 and 6.1.2 above, a CAR M. Subpart G organisation
may however, develop its own reliability monitoring programme when it may be
deemed beneficial from a maintenance planning point of view.
6.2 Applicability for CAMO/operator of small fleets of aircraft
6.2.1 For the purpose of this paragraph, a small fleet of aircraft is a fleet of les s than 6
aircraft of the same type.
6.2.2 The requirement for a reliability programme is irrespective of the CAMO fleet size.
6.2.3 Complex reliability programmes could be inappropriate for a small fleet. It is
recommended that such CAMOs tailor their reliability programmes to suit the size and
complexity of operation.
6.2.4 One difficulty with a small fleet of aircraft consists in the amount of available data
which can be processed: when this amount is too low, the calculation of alert level is
very coarse. Therefore “alert levels” should be used carefully.
6.2.5 A CAMO of a small fleet of aircraft, when establishing a reliability programme, should
consider the following:
(a) The programme should focus on areas where a sufficient amount of data is likely to
be processed.
(b) When the amount of available data is very limited, the CAMO engineering
judgement is then a vital element. In the following examples, careful engineering
analysis should be exercised before taking decisions:
A “0” rate in the statistical calculation may possibly simply reveal that enough
statistical data is missing, rather that there is no potential problem.
When alert levels are used, a single event may have the figures reach the alert
level. Engineering judgement is necessary so as to discriminate an artefact from
an actual need for a corrective action.
In making engineering judgement, a CAMO is encouraged to establish contact
and make comparisons with other CAMOs of the same aircraft, where possible
and relevant. Making comparison with data provided by the manufacturer may
also be possible.
6.2.6 In order to obtain accurate reliability data, it should be recommended to pool data
and analysis with one or more other CAMO(s). Paragraph 6.6 of this paragraph
specifies under which conditions it is acceptable that CAMOs share reliability data.
6.2.7 Notwithstanding the above there are cases where the CAMO will be unable to pool
data with other CAMO, e.g. at the introduction to service of a new type. In that case
the GCAA should impose additional restrictions on the MRB/MPD tasks intervals (e.g.
no variations or only minor evolution are possible, and with the GCAA approval).
6.3 Engineering judgement
6.3.1 Engineering judgement is itself inherent to reliability programmes as no interpretation
of data is possible without judgement. In approving the CAMO maintenance and
reliability programmes, the GCAA is expected to ensure that the organisation which
runs the programme (it may be the CAMO, or a CAR-145 organisation under contract)
hires sufficiently qualified personnel with appropriate engineering experience and
understanding of reliability concept (see AMC M.706)).
6.3.2 It follows that failure to provide appropriately qualified personnel for the reliability
programme may lead the GCAA to reject the approval of the reliability programme
and therefore the aircraft maintenance programme.
6.4 Contracted maintenance
6.4.1 Whereas CAR M.302 specifies that, the aircraft maintenance programme -which includes
the associated reliability programme-, should be managed and presented by the CAMO
to the GCAA, the CAMO may subcontract certain functions to the maintenance
organisation under contract, provided this organisation proves to have the appropriate
expertise.
6.5.1.2 The extent of the objectives should be directly related to the scope of the
programme. Its scope could vary from a component defect monitoring system
for a small CAMO, to an integrated maintenance management programme for a
big CAMO. The manufacturer’s maintenance planning documents may give
guidance on the objectives and should be consulted in every case.
6.5.1.3 In case of a MSG-3 based maintenance programme, the reliability programme
should provide a monitor that all MSG-3 related tasks from the maintenance
programme are effective and their periodicity is adequate.
6.5.2 Identification of items.
The items controlled by the programme should be stated, e.g. by ATA Chapters.
Where some items (e.g. aircraft structure, engines, APU) are controlled by separate
programmes, the associated procedures (e.g. individual sampling or life
development programmes, constructor’s structure sampling programmes) should
be cross referenced in the programme.
6.5.3 Terms and definitions.
The significant terms and definitions applicable to the Programme should be clearly
identified. Terms are already defined in MSG-3, CAR 145 and CAR M.
6.5.4 Information sources and collection.
6.5.4.1 Sources of information should be listed and procedures for the transmission of
information from the sources, together with the procedure for collecting and
receiving it, should be set out in detail in the CAME or MOE as appropriate.
6.5.4.2 The type of information to be collected should be related to the objectives of the
Programme and should be such that it enables both an overall broad based
assessment of the information to be made and also allow for assessments to be
made as to whether any reaction, both to trends and to individual events, is
necessary. The following are examples of the normal prime sources:
(a) Pilots Reports.
(b) Technical Logs.
(c) Aircraft Maintenance Access Terminal / On-board Maintenance System
readouts.
(d) Maintenance Worksheets.
(e) Workshop Reports.
(f) Reports on Functional Checks.
(g) Reports on Special Inspections
(h) Stores Issues/Reports.
6.5.6.3 The range and depth of engineering analysis and interpretation should be related
to the particular programme and to the facilities available. The following, at least,
should be taken into account:
(a) Flight defects and reductions in operational reliability.
(b) Defects occurring on-line and at main base.
(c) Deterioration observed during routine maintenance.
(d) Workshop and overhaul facility findings.
(e) Modification evaluations.
(f) Sampling programmes.
(g) The adequacy of maintenance equipment and publications.
(h) The effectiveness of maintenance procedures.
(i) Staff training.
(j) Service bulletins, technical instructions, etc.
6.5.6.4 Where the CAMO relies upon contracted maintenance and/or overhaul facilities
as an information input to the programme, the arrangements for availability and
continuity of such information should be established and details should be
included.
6.5.7 Corrective Actions.
6.5.7.1 The procedures and time scales both for implementing corrective actions and for
monitoring the effects of corrective actions should be fully described. Corrective
actions shall correct any reduction in reliability revealed by the programme and
could take the form of:
(a) Changes to maintenance, operational procedures or techniques.
(b) Maintenance changes involving inspection frequency and content,
function checks, overhaul requirements and time limits, which will
require amendment of the scheduled maintenance periods or tasks in the
approved maintenance programme. This may include escalation or de-
escalation of tasks, addition, modification or deletion of tasks.
(c) Amendments to approved manuals (e.g. maintenance manual, crew
manual).
(d) Initiation of modifications.
(e) Special inspections of fleet campaigns.
(f) Spares provisioning.
(g) Staff training.
(h) Manpower and equipment planning.
Note: Some of the above corrective actions may need the GCAA approval before
implementation.
6.5.7.2 The procedures for effecting changes to the maintenance programme should be
described, and the associated documentation should include a planned
completion date for each corrective action, where applicable.
6.5.8 Organisational Responsibilities.
The organisational structure and the department responsible for the administration
of the programme should be stated. The chains of responsibility for individuals and
departments (Engineering, Production, Quality, Operations etc.) in respect of the
programme, together with the information and functions of any programme control
committees (reliability group), should be defined. Participation of the GCAA should
be stated. This information should be contained in the CAME as appropriate.
The organisation structure of the reliability program administration will largely
depend on the size of operations. In small organisations, administration of a
reliability program may be a shared responsibility while the large airlines may
establish their own dedicated reliability group.
Large or small, each reliability program, however, should clearly define the
individual by office title or departmental responsibilities for all phases of its
administration, including policy enforcement, follow-ups and corrective actions.
6.5.9 Presentation of information to the GCAA.
The following information should be submitted to the GCAA for approval as part of
the reliability programme:
(a) The format and content of routine reports.
(b) The time scales for the production of reports together with their distribution.
(c) The format and content of reports supporting request for increases in periods
between maintenance (escalation) and for amendments to the approved
maintenance programme.
(d) The procedures for the preparation, approval and implementation of its
revisions.
(e) Reliability program’s revision control and approval of revisions (e.g. List of
Effective Pages, Table of Contents, etc.)
(f) A general description of the reliability program
(g) Definitions of significant terms used in the reliability programme.
(h) Application of the program by aircraft fleet type/model, aircraft registration
marks, or serial numbers, as appropriate.
(i) The organisational structure, duties and responsibilities
(j) Procedures for establishing and reviewing performance standards
(k) Data collection system
(l) Methods of data analysis
(m) Data display and reporting
(n) Corrective action program
These reports should contain sufficient detailed information to enable the GCAA to
make its own evaluation where necessary.
The program areas requiring GCAA’s approval may include changes to the program
that involve:
Any procedural and organisational changes concerning program
administration
Adding or deleting aircraft types
Adding or deleting components/systems
Procedures relating to performance standards
Data collection system
Data analysis methods and application to the total maintenance program
Procedures for maintenance program amendment.
This summary relates to all aircraft of the same type, and should contain the
following information for the defined reporting period:
o Number of aircraft in fleet and Number of aircraft in service
o Number of operating days (less maintenance checks)
o Total number of flying hours
o Average daily utilisation per aircraft, and average flight duration
o Total number of cycles/landings
o Total number delays/cancellations
o Technical incidents
minimum period of 12 months. The report need not repeat the occurrences in
descriptive form.
PIREPS
PIREPS should be reported to the GCAA by ATA chapters in graphical and/or
tabular form as a count and rate for the defined reporting period, and
comparison thereof with the alert level. For certain types of aircraft pilot
reported defects are not a valid reliability indicator. In such situations, reporting
of PIREPS will not be required.
The periodic reliability report may also explain changes, which have been made
or are planned in the aircraft’s maintenance program, including changes in
maintenance and task intervals and changes from one maintenance process to
another. It should discuss continuing over-alert conditions carried forward from
previous reports and should report the progress of corrective action programs.
The operator is required to make available all reliability reports during audits or
when required by the GCAA. The Reliability program should therefore specify
the procedure for periodic distribution of the reports as well as for their storage
at a safe place and retrieval, when required.
6.5.10 Evaluation and review
Each programme should describe the procedures and individual responsibilities in
respect of continuous monitoring of the effectiveness of the programme as a whole.
The personnel engaged in reliability monitoring should be suitably qualified,
experienced and trained. The time periods and the procedures for both routine and
non-routine reviews of maintenance control should be detailed (progressive,
monthly, quarterly, or annual reviews, procedures following reliability “standards”
or “alert levels” being exceeded, etc.). The reliability reports should be generated
on quarterly basis at the least and should be presented during periodic audits or
when required by the GCAA.
For air carriers and other large operators (with fleet size of six or more aircraft),
periodic reliability meetings should be organised with an aim to address all events
affecting aircraft reliability. The GCAA should be invited to participate in such
meetings.
6.5.10.1 Each Programme should contain procedures for monitoring and, as necessary,
revising the reliability “standards” or “alert levels”. The organizational
responsibilities for monitoring and revising the “standards” should be specified
together with associated time scales.
6.5.10.2 Although not exclusive, the following list gives guidance on the criteria to be
taken into account during the review.
(a) Utilization (high/low/seasonal).
(b) Fleet commonality.
(c) Alert Level adjustment criteria.
(d) Adequacy of data.
(e) Reliability procedure audit.
(f) Staff training.
(g) Operational and maintenance procedures.
6.5.11 Approval of maintenance programme amendment
The GCAA may authorize the CAMO to implement in the maintenance programme
changes arising from the reliability programme results prior to their formal approval
by the authority when satisfied that;
(a) the Reliability Programme monitors the content of the Maintenance
Programme in a comprehensive manner, and
(b) the procedures associated with the functioning of the “Reliability Group”
provide the assurance that appropriate control is exercised by the CAMO over
the internal validation of such changes.
Alert levels can range from 0.00 failure rate per 1,000 hours both for important components, where
failures in-service have been extremely rare, and to perhaps as many as 70 PIREPS (Pilot Reports) per
1,000 hours on a systems basis for ATA 100 Chapter 25 - Equipment/Furnishings, or for 20 removals
of passenger entertainment units in a like period. For structural or significant non-routine findings
from major checks, a non-statistical review may identify an alert condition.
Due to the constantly changing technologies, no performance standard should be considered fixed
and should be subject to change as reliability changes. Accordingly, the standards should be
responsive and sensitive to the level of reliability experienced (i.e. should be “stable” without being
“fixed”).
If, over a period of time, the performance of a system improves to a point where even abnormal
variations would not produce an alert, then the performance standard has lost its value and should be
adjusted downward. Conversely, should it become evident that the standard is consistently exceeded
in spite of taking the best known corrective measures to produce the desired reliability, then the
performance standard should be re-evaluated and a more realistic standard should be established.
A Reliability Program should contain a section on the performance standards, describing what type of
alert levels will be used, how the levels will be established, how the levels will be re-established if
required, how the system would know if the levels have been exceeded and what corrective action(s)
would be taken and how.
For a new aircraft type, during the initial period of operation, alert levels should be established
in conjunction with the aircraft type certificate holder and operators experience if appropriate
and should be closely monitored for effectiveness during the induction period. Program data
should still be accumulated for future use.
For an established aircraft type with a new operator, the experience of other operators may be
utilised until the new operator has accumulated a sufficient period of own experience.
Alternatively, experience gained from operation of a similar aircraft model may be used.
While setting alert levels for the latest aircraft designs, computed values based on the degree
of system and component in-service expected reliability assumed in the design of the aircraft
might also be used. These computed values are normally quoted in terms of Mean Time
Between Unscheduled Removals (MTBUR) or Mean Time Between Failure (MTBF), for both
individual components and complete systems. These initial predictions should be replaced
when sufficient in-service experience has been accumulated.
There are several recognised methods of calculating alert levels, any one of which may be used
provided that the method chosen is fully defined in the operator’s program documentation.
Re-calculation of alert levels
Whenever a significant change in the reliability of an item is experienced, which may be related to the
introduction of a known action (e.g. modification, changes in maintenance or operating procedures)
then the alert level applicable to the item should be re-assessed and revised on the data subsequent
to the change.
Procedures for changes in alert levels should be outlined in the reliability program and the procedures,
periods and conditions for re-calculation should also be defined.
Note: Should any conflict arise between the sub-contracted organisation’s procedures
and those of the CAMO, then the policy and procedures of the continuing
airworthiness management exposition will prevail.
1.8 The contract should also specify that the sub-contracted organisation’s procedures
may only be amended with the agreement of the CAMO. The CAMO should ensure
that these amendments are compatible with its continuing airworthiness
management exposition and in compliance with CAR-M Subpart G.
The CAMO should nominate the person responsible for continued monitoring and
acceptance of the sub-contracted organisation procedures and their amendments.
The controls used to fulfil this function should be clearly set out in the amendment
section of the continuing airworthiness management exposition detailing the level of
CAMO involvement.
1.9 Whenever any elements of continuing airworthiness management tasks are sub-
contracted, the CAMO personnel should have access to all relevant data in order to
fulfil their responsibilities.
Note: The CAMO retains authority to override where necessary for the continuing
airworthiness of their aircraft, any recommendation of the sub-contracted
organisation.
1.10 The CAMO should ensure that the sub-contracted organisation continues to have
qualified technical expertise and sufficient resources to perform the subcontracted
tasks while complying with the relevant procedures. Failure to do so may invalidate
the CAMO approval.
1.11 The contract should provide for GCAA monitoring.
1.12 The contract should address the respective responsibilities to ensure that any
findings arising from the GCAA monitoring will be closed to the satisfaction of the
GCAA.
2. ACCOMPLISHMENT
This paragraph describes topics, which may be applicable in such a sub-contract
arrangements.
2.1 Scope of work
The type of aircraft and their registrations, engine types and/or component subject to
the continuing airworthiness management tasks contract should be specified.
2.2 Maintenance programme development and amendment
The CAMO may sub-contract the preparation of the draft maintenance programme and
any subsequent amendments. However, the CAMO remains responsible for assessing
that the draft proposals meet his needs and for obtaining GCAA approval; the relevant
procedures should specify these responsibilities. The contract should also stipulate that
any data necessary to substantiate the approval of the initial programme or an
amendment to this programme should be provided for CAMO agreement and/or GCAA
review upon request.
2.3 Maintenance programme effectiveness and reliability
The CAMO should have a system in place to monitor and assess the effectiveness of the
maintenance programme based on maintenance and operational experience. The
collection of data and initial assessment may be made by the sub-contracted
organisation; the required actions are to be endorsed by the CAMO.
Where reliability monitoring is used to establish maintenance programme effectiveness,
this may be provided by the sub-contracted organisation and should be specified in the
relevant procedures. Reference should be made to the approved maintenance
programme and reliability programme. Participation of the CAMO's personnel in
reliability meetings with the sub-contracted organisation should also be specified.
When providing reliability data, the sub-contracted organisation is limited to working
with primary data/documents provided by the CAMO or data provided by the CAMO’s
contracted maintenance organisation(s) from which the reports are derived. The
pooling of reliability data is permitted if acceptable to the GCAA.
2.4 Permitted variations to maintenance programme.
The reasons and justification for any proposed variation to scheduled maintenance may
be prepared by the sub-contracted organisation. Acceptance of the proposed variation
should be granted by the CAMO. The means by which the CAMO acceptance is given
should be specified in the relevant procedures. When outside the limits set out in the
maintenance programme, the CAMO is required to obtain approval by the GCAA.
2.5 Scheduled maintenance
Where the sub-contracted organisation plans and defines maintenance checks or
inspections in accordance with the approved maintenance programme, the required
liaison with the CAMO, including feedback should be defined.
- Service Bulletins,
- Major repairs/modification data,
- Aircraft Maintenance Manual,
- Engine overhaul manual,
- Aircraft IPC,
- Wiring diagrams,
- Trouble shooting manual,
2.9 Airworthiness directives
While the various aspects of AD assessment, planning and follow-up may be
accomplished by the sub-contracted organisation, AD embodiment is performed by a
maintenance organisation. The CAMO is responsible for ensuring timely embodiment of
applicable ADs and is to be provided with notification of compliance. It, therefore,
follows that the CAMO should have clear policies and procedures on AD embodiment
supported by defined procedures which will ensure that the CAMO agrees to the
proposed means of compliance.
The relevant procedures should specify:
- What information (e.g. AD publications, continuing airworthiness records, flight
hours/cycles, etc.) the sub-contracted organisation needs from the CAMO.
- What information (e.g. AD planning listing, detailed engineering order, etc.) the
CAMO needs from the sub-contracted organisation in order to ensure timely
compliance with ADs.
To fulfil the above responsibility, the CAMO should ensure that they are in receipt of
current mandatory continued airworthiness information for the aircraft and equipment
it is managing.
2.10 Service bulletin modifications
The sub-contracted organisation may be required to review and make recommendations
on embodiment of an SB and other associated non-mandatory material based on a clear
policy established by the CAMO. This should be specified in the contract.
2.11 Mandatory life limitation or scheduled maintenance controls and component
control/removal forecast.
Where the sub-contracted organisation performs planning activities, it should be
specified that the organisation should recieve the current flight cycles; flight hours;
landings and/or calendar controlled details, as applicable, at a frequency to be specified
in the contract. The frequency should be such that it allows the organisation to properly
perform the sub-contracted planning functions. It, therefore, follows that there will
1. Purpose
The maintenance organisation manual is the reference for all the work carried out by the approved
maintenance organisation. It should contain all the means established by the organisation to
ensure compliance with CAR M or CAR ML according to the extent of approval and the privileges
granted to the organisation.
The maintenance organisation manual should define precisely the work that the approved
maintenance organisation is authorised to carry out and the subcontracted work. It should detail
the resources used by the organisation, its structure and its procedures.
2. Content
A typical Maintenance Organisation Manual for a small organisation (less than 10 maintenance
staff) should be designed to be used directly on a day to day basis. The working documents and
lists should be directly included into the manual. It should contain the following:
Part A — General
— Table of content
— List of effective pages
— Record of amendments
— Amendment procedure
Drafting
Amendments requiring direct approval by the GCAA
Approval
— Distribution
Name or title of each person holding a copy of the manual
— Accountable manager statement
Approval of the manual
Statement that the maintenance organisation manual and any incorporated document
identified therein reflect the organisation’s means of compliance with CAR M and CAR ML
Commitment to work according to the manual
Commitment to amend the manual when necessary
Part B — Description
Calibration frequencies
— Maintenance data
List of maintenance data used in accordance with CAR M.402 or CAR ML.402, and
appropriate amendment subscription information (including access to data used on
occasional basis).
Part C — General Procedures
— Organisational review
Purpose (to insure that the approved maintenance organisation continues to meet the
requirements of CAR M and CAR ML)
Responsibility
Organisation, frequency, scope and content (including processing of GCAA findings)
Planning and performance of the review
Organisational review checklist and forms
Processing and correction of review findings
Reporting
Review of subcontracted work
— Training
Description of the methods used to ensure compliance with the personnel qualification and
training requirements (certifying staff training, specialised training)
Description of the personnel records to be retained
— Subcontracting of specialised services
Selection criteria and control
Nature of subcontracted work
List of subcontractors
Nature of arrangements
Assignment of responsibilities for the certification of the work performed
— One time authorisations
Maintenance checks
Certifying staff
3. Approval
The GCAA should approve the manual in writing. This will normally be done by approving a list of
effective pages.
Minor amendments, or amendments to a large capability list, can be approved indirectly, through
a procedure approved by the GCAA.
5. Distribution
The manual describes how the organisation works therefore the manual or relevant parts thereof
need to be distributed to all concerned staff in the organisation and contracted organisations.
TABLE OF CONTENT
Part 0 General Organisation
1.3 Time and continuing airworthiness records, responsibilities, retention and access.
4.4 Additional procedures for recommendations to the GCAA for the import of aircraft.
4.5 Recommendations to the GCAA for the issue of airworthiness review certificates
4B.3 Reserved
Part 5 Appendices
5.5 Copy of contracts for sub-contracted work (Appendix II to CAR M.711 (a)(3).
2 Original 4 Original …. ….
DISTRIBUTION LIST
(The document should include a distribution list to ensure proper distribution of the manual and to
demonstrate to the GCAA that all personnel involved in continuing airworthiness has access to the
relevant information. This does not mean that all personnel have to be in receipt of a manual but that a
reasonable amount of manuals are distributed within the organisation(s) so that the concerned
personnel may have quick and easy access to this manual.
the operator's or the organisation’s management personnel and any person at a lower level as
necessary; and,
the CAR 145 or CAR M Subpart F contracted maintenance organisation(s) ; and,
the GCAA.)
(The accountable manager's exposition statement should embrace the intent of the following
paragraph and in fact this statement may be used without amendment. Any modification to the
statement should not alter the intent.)
This exposition defines the organisation and procedures upon which the Section A, Subpart G
approval of [Joe Bloggs] under CAR M is based.
These procedures are approved by the undersigned and must be complied with, as applicable; in
order to ensure that all the continuing airworthiness activities including maintenance for aircraft
managed by [Joe Bloggs] is carried out on time to an approved standard.
It is accepted that these procedures do not override the necessity of complying with any new or
amended regulation published by the GCAA from time to time where these new or amended
regulations are in conflict with these procedures.
The GCAA will approve this organisation whilst the GCAA is satisfied that the procedures are being
followed. It is understood that the GCAA reserves the right to suspend, vary or revoke the Section
A, Subpart G continuing airworthiness management approval of the organisation, as applicable, if
the GCAA has evidence that the procedures are not followed and the standards not upheld.
In the case of commercial air operator, suspension or revocation of the approval of the CAR M
Subpart G continuing airworthiness management approval would invalidate the AOC.
(This paragraph should describe broadly how the whole organisation [i.e. including the whole
operator in the case of commercial air transport or the whole organisation when other approvals
are held] is organised under the management of the accountable manager, and should refer to
the organisation charts of paragraph 0.4.)
(For clarity purpose, where the organisation belongs to a group, this paragraph should explain
the specific relationship the organisation may have with other members of that group - e.g.
links between [Joe Bloggs] Airlines, [Joe Bloggs] Finance, [Joe Bloggs] Leasing, [Joe Bloggs]
Maintenance, etc...)
(2) Consortia
(Where the organisation belongs to a consortium, it should be indicated here. The other
members of the consortium should be specified, as well as the scope of organisation of the
consortium [e.g. operations, maintenance, design (modifications and repairs), production
etc...]. The reason for specifying this is that consortium maintenance may be controlled
through specific contracts and through consortium's policy and/or procedures manuals that
might unintentionally override the maintenance contracts. In addition, in respect of
international consortiums, the respective competent authorities should be consulted and
their agreement to the arrangement clearly stated. This paragraph should then make
reference to any consortium's continuing airworthiness related manual or procedure and to
any GCAA agreement that would apply.)
(This paragraph should specify the scope of the work for which the CAMO is approved. This
paragraph may include aircraft type/series, aircraft registrations, owner/operator, contract
references, etc. The following is given as an example :)
Aircraft Date Aircraft Aircraft Owner/ CAMO
type/ included in maintenance registration(s)* operator contract
series the scope of programme or reference
work ‘generic/baseline’
maintenance
programme
*: For commercial air operators, this paragraph can make reference to the operations
specifications or operations manual where the aircraft registrations are listed.
(Depending on the number of aircraft, this paragraph may be updated as follows:
(1) The paragraph is revised each time an aircraft is removed from or added in the list.
(2) The paragraph is revised each time a type of aircraft or a significant number of aircraft is
removed from or added to the list. In that case the paragraph should explain where the current
list of aircraft managed is available for consultation.)
d) Type of operation
(This paragraph should give broad information on the type of operations such as: commercial air
transport operations, (commercial) specialised operations, training organisation, NCC, NCO,
long haul/short haul/regional, scheduled/charter, regions/countries/continents flown, etc.)
(This paragraph should address the duties and responsibilities of the accountable manager as far
as regard CAR M Subpart G approval and should demonstrate that he/she has corporate authority
for ensuring that all continuing airworthiness activities can be financed and carried out to the
required standard.)
Emphasise that the nominated post holder for continuing airworthiness is responsible to
ensure that all maintenance is carried out on time and to an approved standard; and
Describe the extent of his/her authority as regards his/her CAR M responsibility for continuing
airworthiness.)
c) Continuing airworthiness coordination
(This paragraph should list in sufficient detail the job functions that constitute the "group of
persons" as required by CAR M.706(c) so as to show that all the continuing airworthiness
responsibilities as described in CAR M are covered by the persons that constitute that group. In
the case of small operators, where the "Nominated Post holder for continuing airworthiness
constitutes himself/herself the "group of persons", this paragraph may be merged with the
previous one.)
(This paragraph should further elaborate the duties and responsibilities of all the nominated
persons and of any other management personnel.)
(This paragraph should give broad figures to show that the number of people assigned to the
performance of the approved continuing airworthiness activity is adequate. It is not necessary
to give the detailed number of employees of the whole company, but only the number of those
involved in continuing airworthiness. This could be presented as follows :)
Other... CC cc =CC’
Total TT tt = TT’
(Note: According to the size and complexity of the organisation, this table may be further
developed or simplified)
(This paragraph should show that the training and qualification standards for the personnel
quoted above are consistent with the size and complexity of the organisation. It should also
explain how the need for recurrent training is assessed and how the training recording and
follow-up is performed)
0.5 Notification procedure to the GCAA regarding changes to the organisation’s activities /
approval / location / personnel
(This paragraph should explain in which occasion the company should inform the GCAA prior to
incorporating proposed changes; for instance:
The accountable manager (or any delegated person such as the engineering director or the quality
manager) will notify to the GCAA any change concerning:
[Joe Bloggs] will not incorporate such change until the change have been assessed and approved by
the GCAA.)
(This paragraph should explain who is responsible for the amendment of the exposition and
submission to the GCAA for approval. This may include, if agreed by the GCAA the possibility for the
approved organisation to approve internally minor changes that have no impact on the approval
held. The paragraph should then specify what types of changes are considered as minor and major
and what the approval procedures for both cases are.)
or
(It may be useful to remind, in this introduction paragraph, the purpose of the aircraft
technical log system and/or continuing airworthiness record system, with special care to the
options of CAR M.305 and CAR M.306.
For that purpose, paragraphs of CAR M.305 and CAR M.306 may be quoted or further
explained.)
(This paragraph should explain who is responsible for submitting the aircraft technical log
any subsequent amendment to the GCAA for approval and what is the procedure to be
followed)
b) M.E.L. application
(The MEL is a document not controlled by the CAMO and the decision of whether accepting or
not the operation with a defect deferred in accordance with the MEL is normally the
responsibility of the operating crew. This paragraph should explain in sufficient detail the MEL
application procedure, because the MEL is a tool that the personnel involved in continuing
airworthiness an maintenance have to be familiar with in order to ensure proper and efficient
communication with the crew in case of a defect rectification to be deferred.)
(This paragraph does not apply to those types of aircraft that do not have an MEL.)
1) General
(This paragraph should explain broadly what a MEL document is. The information could be
extracted from the aircraft flight manual.)
2) MEL categories
3) Application
(This paragraph should explain how the maintenance personnel identify a MEL limitation to
the crew. This should refer to the technical log procedures)
(This paragraph should explain how the crew notifies his acceptance or non-acceptance of
the MEL deferment in the technical log)
(Once a technical limitation is accepted by the crew, the defect must be rectified within the
time limit specified in the MEL. There should be a system to ensure that the defect will
actually be rectified before that time limit. This system could be the aircraft technical log for
those [small] operators that use it as a planning document, or a specific follow-up system, in
other cases, where control of the maintenance time limit is ensured by other means such as
data processed planning systems.)
(The GCAA may grant the owner/operator permission to overrun MEL time limitation under
specified conditions. Where applicable this paragraph should describe the specific duties and
responsibilities for controlling these extensions.)
(This introductory paragraph should remind that the purpose of a maintenance programme is to
provide maintenance planning instructions necessary for the safe operation of the aircraft.)
b) Content
(This paragraph should explain what is [are] the format[s] of the company's aircraft maintenance
programme[s]. Appendix I to AMC CAR M.302 (a) should be used as a guideline to develop this
paragraph.)
c) Development
(1) Sources
(This paragraph should explain what are the sources [MRB, MPD, Maintenance Manual,
etc...] used for the development of an aircraft maintenance programme.)
(2) Responsibilities
(This paragraph should explain who is responsible for the development of an aircraft
maintenance programme)
(This paragraph should demonstrate that there is a system for ensuring the continuing
validity of the aircraft maintenance programme. Particularly, it should show how any
relevant information is used to update the aircraft maintenance programme. This should
include, as applicable, MRB report revisions, consequences of modifications, manufacturers
and GCAA recommendations, in service experience, and reliability reports.)
(This paragraph should explain who is responsible for the submission of the maintenance
programme to the GCAA and what the procedure to follow is. This should in particular
address the issue of the approval for variation to maintenance periods either by the GCAA
or by a procedure in the maintenance programme for the organisation to approve internally
certain changes.)
1.3 Time and continuing airworthiness records, responsibilities, retention and access
(The recording of flight hours and cycles is essential for the planning of maintenance tasks. This
paragraph should explain how the continuing airworthiness management organisation has
access to the current flight hours and cycle information and how it is processed through the
organisation.)
b) Records
(This paragraph should give in detail the type of company documents that are required to be
recorded and what are the recording period requirements for each of the CAR M records. This
can be provided by a table or series of tables that would include the following:
c) Preservation of records
(This paragraph should set out the means provided to protect the records from fire, floods, etc..
as well as the specific procedures in place to guarantee that the records will not been altered
during the retention period [especially for the computer record].)
(This paragraph should set out the procedure for the transfer of records, in case of
purchase/lease-in, sale/lease-out and transfer to another organisation of an aircraft. In
particular, it should specify which records have to be transferred and who is responsible for the
coordination [if necessary] of the transfer.)
(This paragraph should demonstrate that there is a comprehensive system for the management of
airworthiness directives. This paragraph may for instance include the following Sub-paragraphs:)
(This paragraph should explain what the AD information sources are and who receives them in
the company. Where available, redundant sources [e.g. EASA+ GCAA + manufacturer or
association] may be useful.)
(This paragraph should explain how and by whom the AD information is analysed and what kind
of information is provided to the contracted maintenance organisations in order to plan and to
perform the airworthiness directive. This should as necessary include a specific procedure for
emergency airworthiness directive management)
(This paragraph should specify how the organisation manages to ensure that all the applicable
airworthiness directives are performed and that they are performed on time. This should include
a close loop system that allows verifying that for each new or revised airworthiness directive and
for each aircraft:
(this paragraph should show what tools are used in order to analyse the efficiency of the
maintenance programme, such as:
PIREPS,
air turn-backs
spare consumption,
repetitive technical occurrence and defect,
technical delays analysis [through statistics if relevant],
technical incidents analysis [through statistics if relevant],
etc.
The paragraph should also indicate by whom and how these data are analysed, what is the decision
process to take action and what kind of action could be taken. This may include:
(This paragraph should specify how non-mandatory modification is processed through the
organisation, who is responsible for its assessment against the operator's/owner’s own need and
operational experience, what are the main criteria for decision and who takes the decision of
implementing [or not] a non-mandatory modification)
(This paragraph should set out a procedure for the assessment of the approval status of any major
repair or modification before embodiment. This will include the assessment of the need of a GCAA or
design organisation approval. It should also identify the type of approval required, and the procedure
to follow to have a repair or modification approved by the GCAA or design organisation.)
(This paragraph should explain how the defect reports provided by the contracted maintenance
organisations are processed by the continuing airworthiness management organisation. Analysis
should be conducted in order to give elements to activities such as maintenance programme
evolution and non-mandatory modification policy.)
(Where a defect report shows that such defect is likely to occur to other aircraft, a liaison should
be established with the manufacturer and the certification Authority, so that they may take all
the necessary action.)
(Defects such as cracks and structural defect are not addressed in the MEL and CDL. However, it
may be necessary in certain cases to defer the rectification of a defect. This paragraph should
establish the procedure to be followed in order to be sure that the deferment of any defect will not
lead to any safety concern. This will include appropriate liaison with the manufacturer.)
(Where applicable, this paragraph should expose the scope of the organisation’s engineering activity
in terms of approval of modification and repairs. It should set out a procedure for developing and
submitting a modification/repair design for approval to the GCAA and include reference to the
supporting documentation and forms used. It should identify the person in charge of accepting the
design before submission to the GCAA
Where the organisation has a DOA capability under CAR 21, it should be indicated here and the
related manuals should be referred to.)
a) Airframe
b) Propulsion
c) Component)
(This paragraph should show how the scope and definition of pre-flight inspection, that are usually
performed by the operating crew, is kept consistent with the scope of the maintenance performed
by the contracted maintenance organisations. It should show how the evolution of the pre-flight
inspection content and the maintenance programme are concurrent, each time necessary.)
(The following paragraphs are self-explanatory. Although these activities are normally not
performed by continuing airworthiness personnel, these paragraphs have been placed here in
order to ensure that the related procedures are consistent with the continuing airworthiness
activity procedures.)
e) Control of snow, ice, residues from de-icing or anti-icing operations, dust and sand
contamination to an approved standard
(This paragraph should state in which occasion an aircraft has to be weighed [for instance after a
major modification because of weight and balance operational requirements, etc.] who performs
it, according to which procedure, who calculates the new weight and balance and how the result
is processed in the organisation.)
(The criteria for performing a MCF are normally included in the aircraft maintenance programme
or derived by the scenarios described in GM CAR-M.301(i). This paragraph should explain how the
MCF procedure is established in order to meet its intended purpose [for instance after a heavy
maintenance check, after engine or flight control removal installation, etc..], and the release
procedures to authorise such an MCF.)
2.1 Continuing airworthiness quality policy, plan, audit and non-conformity remedial action procedure
(This paragraph should include a formal Quality Policy statement; that is a commitment on what
the Quality System is intended to achieve. It should include at the minimum monitoring
compliance with CAR M and any additional standards specified by the organisation).
(This paragraph should show how the quality plan is established. The quality plan will consist of
a quality audit and sampling schedule that should cover all the areas specific to CAR M in a
definite period of time. However, the scheduling process should also be dynamic and allow for
special evaluations when trends or concerns are identified. In case of sub-contracting, this
paragraph should also address the planning of the auditing of subcontractors at the same
frequency as the rest of the organisation.)
(The quality audit is a key element of the quality system. Therefore, the quality audit procedure
should be sufficiently detailed to address all the steps of an audit, from the preparation to the
conclusion, show the audit report format [e.g. by ref. to paragraph 5.1 "sample of document"],
and explain the rules for the distribution of audits reports in the organisation [e.g.: involvement
of the Quality Manager, Accountable Manager, Nominated Post holder, etc...].)
(This paragraph should explain what system is put in place in order to ensure that the corrective
actions are implemented on time and that the result of the corrective action meets the intended
purpose. For instance, where this system consists in periodical corrective actions review,
instructions should be given how such reviews should be conducted and what should be
evaluated.)
(This paragraph should set out a procedure to periodically review the activities of the maintenance
management personnel and how they fulfil their responsibilities, as defined in Part 0.)
(This paragraph should set out a procedure to periodically review that the effectiveness of the
maintenance programme is actually analysed as defined in Part 1.)
2.4 Monitoring that all maintenance is carried out by an appropriate maintenance organisation
(This paragraph should set out a procedure to periodically review that the approval of the contracted
maintenance organisations are relevant for the maintenance being performed on the operator's
fleet. This may include feedback information from any contracted organisation on any actual or
contemplated amendment, in order to ensure that the maintenance system remains valid and to
anticipate any necessary change in the maintenance agreements.
a) Aircraft maintenance
b) Engines
c) Components
2.5 Monitoring that all contracted maintenance is carried out in accordance with the contract,
including sub-contractors used by the maintenance contractor
(This paragraph should set out a procedure to periodically review that the continuing airworthiness
management personnel are satisfied that all contracted maintenance is carried out in accordance
with the contract. This may include a procedure to ensure that the system allows all the personnel
involved in the contract [including the contractors and his subcontractors] to be acquainted with its
terms and that, for any contract amendment, relevant information is dispatched in the organisation
and at the contractor.)
2.6 Quality audit personnel – qualification, training, experience and competence assessment
(This paragraph should establish the required training and qualification standards for auditors.
Where persons act as a part time auditors, it should be emphasized that they must not be directly
involved in the activity they are auditing.)
(This paragraph should establish the required qualification, training, and experience standards of all
personnel involved in continuing airworthiness management. It should also define the process for
carrying out ongoing competence assessment for continuing airworthiness management personnel.
(This paragraph should explain the procedures that the organisation follows to develop the
maintenance contract. The CAMO processes to implement the different elements described
in Appendix XI to AMC CAR M.708(c) should be explained. In particular, it should cover
responsibilities, tasks and interaction with the maintenance organisation and with the
owner/operator.
This paragraph should also describe, when necessary, the use of work orders for unscheduled
line maintenance and component maintenance as per CAR M.708(d). The organisation may
develop a work order template to ensure that the applicable elements of Appendix XI to AMC
CAR M.708(c) are considered. Such a template should be included in Part 5.1.)
The CAMO should agree with the operator on the process to select a maintenance organisation
before concluding any contract with a maintenance organisation.)
(This paragraph should establish the working procedures for the assessment of the airworthiness
review staff. The assessment addresses experience, qualification, training etc. A description shall be
given regarding the issuance of authorisations for the airworthiness review staff and how records
are kept and maintained.)
(This paragraph should describe in detail the aircraft records that are required to be reviewed during
the airworthiness review. The level of detail that needs to be reviewed shall be described as well as
the number of records that need to be reviewed during a sample check should be described.)
(This paragraph should describe how the physical survey needs to be performed. It should list the
topics that need to be reviewed, the physical areas of the aircraft to be inspected, which documents
on-board the aircraft need to be reviewed etc.)
4.4 Additional procedures for recommendations to the GCAA for the import of aircraft
(This paragraph should describe the additional tasks regarding the recommendation for the issuance
of an airworthiness review certificate in the case of import of aircraft. This shall include:
communication with the CAA of the State of Registry, additional items to be reviewed during the
airworthiness review of the aircraft, specification of maintenance required to be carried out etc.)
4.5 Recommendations to the GCAA for the issue of airworthiness review certificates
(This paragraph should stipulate the communication procedures with the GCAA in case of a
recommendation for the issuance of an airworthiness review certificate. In addition the content of
the recommendation should be described.)
(This paragraph should set out the procedures for the issuance of the ARC. It should address record
keeping, distribution of the ARC copies etc. This procedure should ensure that an ARC is issued only
after an airworthiness review has been properly carried out. )
(This paragraph should describe how records are kept, duration of record keeping, location where
the records are stored, access to records, and responsibilities.)
(The procedure should indicate how conformity with approved flight conditions is established,
documented and attested by an authorised person.)
(The procedure should describe the process to complete submit the application to the GCAA for the
permit and how compliance with CAR 21.711(d) and (e) is established to support the application.
4B.3 Reserved
(The procedure should include provisions describing the communication with the local authority for
flight clearance and compliance with the local requirements.)
(This paragraph should describe how records are kept, duration of record-keeping, location where
records are stored, access to records, and responsibilities.)
PART 5 APPENDICES
(A self-explanatory paragraph)
(A self-explanatory paragraph)
(A self-explanatory paragraph, in addition it should set out that the list should be periodically
reviewed)
(A self-explanatory paragraph)
(A self-explanatory paragraph)
APPENDIX VI - RESERVED
This is only applicable to organisations with less than 10 maintenance staff members. For larger
organisations, the principles and practices of an independent quality system should be used.
Depending on the complexity of the small organisation (number and type of aircraft, number of
different fleets, subcontracting of specialised services, etc.), the organisational review system may
vary from a system using the principles and practices of a quality system (except for the requirement
of independence) to a simplified system adapted to the low complexity of the organisation and the
aircraft managed.
As a core minimum, the organisational review system should have the following features, which
should be described in the Maintenance Organisation Manual (MOM):
a. Identification of the person responsible for the organisational review programme.
By default, this person should be the accountable manager, unless he delegates this responsibility
to (one of) the CAR M.606 (b) person(s).
b. Identification and qualification criteria for the person(s) responsible for performing the
organisational reviews.
These persons should have a thorough knowledge of the regulations and of the maintenance
organisation procedures. They should also have knowledge of audits, acquired through training or
through experience (preferably as an auditor, but also possibly because they actively participated
in several audits conducted by the GCAA).
c. Elaboration of the organisational review programme:
Checklist(s) covering all items necessary to be satisfied that the organisation delivers a safe
product and complies with the regulation. All procedures described in the MOM should be
addressed.
A schedule for the accomplishment of the checklist items. Each item should be checked at
least every 12 months. The organisation may choose to conduct one full review annually or to
conduct several partial reviews.
d. Performance of organisational reviews
Each checklist item should be answered using an appropriate combination of:
review of records, documentation, etc.
sample check of aircraft under contract or being maintained under a work order.
interview of personnel involved.
review of discrepancies and difficulty internal reports (e.g. notified difficulties in using current
procedures and tools, systematic deviations from procedures, etc.).
review of complaints filed by customers after delivery.
1. Scope of work
Check that:
All aircraft and components under maintenance or under contract are covered in the approval
certificate.
The scope of work in the MOM does not disagree with the approval certificate.
No work has been performed outside the scope of the approval certificate and the MOM.
2. Maintenance data
Check that maintenance data to cover the aircraft in the scope of work of the MOM are
present and up-to-date.
Check that no change has been made to the maintenance data from the TC holder without
being notified.
4. Stores
Do the stores meet the criteria in the procedures of the MOM?
Check by sampling some items in the store for presence of proper documentation any overdue
items.
5. Certification of maintenance
Has maintenance on products and components been properly certified?
Have implementation of modifications/repairs been carried out with appropriate approval of
such modifications/repairs (sample check).
7. Personnel
Check that the current accountable manager and other nominated persons are correctly
identified in the approved MOM.
If the number of personnel has decreased or if the activity has increased, check that the staff
are still adequate to ensure a safe product.
Check that the qualification of all new personnel (or personnel with new functions) has been
appropriately assessed.
Check that the staff have been trained, as necessary, to cover changes in:
o regulations,
o GCAA publications,
o the MOM and associated procedures,
o the products in the scope of work,
o maintenance data (significant ADs, SBs, etc.).
8. Maintenance contracted
Sample check of maintenance records:
Existence and adequacy of the work order,
9. Maintenance sub-contracted
Check that subcontractors for specialised services at are properly controlled by the
organisation;
AWF-AMO-001
Note: Form not included, form can be downloaded from GCAA website
AWF-AMO-014A
Note: Form not included, form can be downloaded from GCAA website
GTF-NPA-001
Note: Form not included, form can be downloaded from GCAA website
2.3. Subcontracting
The maintenance contract should specify under which conditions the maintenance
organisation may subcontract tasks to a third party (regardless if this third party is approved or
not). At least the contract should make reference to CAR M.615 and CAR 145.75. Additional
guidance is provided by the associated AMC/GM. In addition the CAMO may require the
maintenance organisation to obtain the CAMO approval before subcontracting to a third party.
Access should be given to the CAMO to any information (especially the quality monitoring
information) about the maintenance organisation's subcontractors involved in the contract. It
should however be noted that under the CAMO responsibility both the CAMO and the GCAA
are entitled to be fully informed about subcontracting, although the GCAA will normally only
be concerned with aircraft, engine and APU subcontracting
2.4. Maintenance programme
The maintenance programme under which the maintenance has to be performed has to be
specified. The CAMO should have that maintenance Programme approved by the GCAA.
2.5. Quality monitoring
The terms of the contract should include a provision allowing the CAMO to perform a quality
surveillance (including audits) of the maintenance organisation. The maintenance contract
should specify how the results of the Quality surveillance are taken into account by the
maintenance organisation (See also para.2.22. "Meetings").
2.6. CAA(s) involvement
The contract should identify the authority(ies) responsible for the oversight of the aircraft, the
operator, the CAMO, and the maintenance organisation. Additionally, the contract should
allow the responsible authority(ies) access to the maintenance organisation.
When the contracted maintenace organisation is based outside of the UAE and has a primary
maintenance approval granted by the Authority where the organisation is located, the operator
and the contracted maintenance organisation have to ensure that the respective Authority 's
responsibilities are properly defined and that, if necessary, delegations have been established.
2.7. Airworthiness data
The contract should specify the maintenance data and any other manual required for the
fulfilment of the contract, and how these data and manuals are made available and kept
current (regardless if they are provided by the CAMO or by the maintenance organisation).
This may include, but is not limited to:
Maintenance Programme,
Airworthiness Directives
major repairs/modification data,
aircraft Maintenance Manual,
aircraft IPC,
Wiring diagrams,
Trouble shooting manual,
Minimum Equipment List (normally on board the aircraft),
Operations Manual
Flight Manual
Engine maintenance Manual
Engine overhaul Manual
2.8. Incoming Conditions
The contract should specify in which condition the aircraft should be made available to the
maintenance organisation. For extensive maintenance, it may be beneficial that a work scope
planning meeting be organised so that the tasks to be performed may be commonly agreed
(see also paragraph 2.23: "Meetings").
2.9. Airworthiness Directives and Service Bulletin/Modifications
The contract should specify what information that the CAMO is responsible to provide to the
maintenance organisation, such as:
- the status of the ADs including due date and the selected means of compliance, if applicable;
- Status of modifications and the decision to embody a Service Bulletins (SB's) or a
modification.
In addition, the contract should specify the type of information the CAMO will need in return
to complete the control of ADs and modification status.
2.10. Hours & Cycles control.
Hours and cycles control is the responsibility of the CAMO, and the contract should specify
how the CAMO should provide the current hours and cycles to the maintenance organisation
and whether the maintenance organisation should receive the current flight hours and cycles
on a regular basis so that it may update the records for its own planning functions (see also
paragraph 2.22: "Exchange of information").
2.11. Service Life limited parts and time-controlled components
The control of life-limited parts and time-controlled components is the responsibility of the
CAMO.
The contract should specify whether the CAMO should provide the status of life-limited parts
and time-controlled components to the maintenance organisation, and the information that
the approved organisation will have to provide the CAMO about the removal/installation of
the life-limited parts and time-controlled components so that the CAMO may update its
records (see also paragraph 2.22 "Exchange of information").
The contract should specify whether a particular type of material or component is supplied by
the CAMO or by the maintenance organisation, which type of component is pooled, etc. The
contract should clearly state that it is the maintenance organisation’s responsibility to be in any
case satisfied that the component in question meets the approved data/standard and to ensure
that the aircraft component is in a satisfactory condition for installation. Additional guidance
on the acceptance of components is provided in CAR M.402 and CAR 145.42.
A. Effectivity:
Large airplanes as defined with a maximum type certified passenger capacity of 30 or more or
a maximum certified payload capacity of 7500 lbs (3402 kg) cargo or more, and
Large aeroplanes which contain CS25 amendment 1 or later in their certification basis.
B. Affected organisations:
CAMOs involved in the continuing airworthiness management of aeroplanes specified in
paragraph A).
Objectives:
The trainee should, after the completion of the training:
1. Be familiar with the basic elements of the fuel tank safety issues.
2. Be able to give a simple description of the historical background and the elements requiring a
safety consideration, using common words and showing examples of non-conformities.
3. Be able to use typical terms.
Content: The course should include:
a short background showing examples of fuel tank safety accidents or incidents,
the description of concept of fuel tank safety and CDCCL,
some examples of manufacturers documents showing CDCCL items,
typical examples of fuel tank safety defects,
some examples of TC holders repair data
some examples of maintenance instructions for inspection.
Phase 2 – Detailed training
A flexible period may be allowed by the competent authorities to allow organisations to set the
necessary courses and impart the training to the personnel, taking into account the organisation’s
training schemes/means/practices. This flexible period should not extend beyond 31 December
2012.
The persons who have already attended the Level 2 Detailed training course in compliance with
this appendix, either from a CAMO or from a CAR 147 training organisation, are already in
compliance with Phase 2 with the exception of continuation training.
Staff should have received Phase 2 training by 31 December 2012 or within 12 months of joining
the organisation, whichever comes later.
Type: Should be a more in-depth internal or external course. It should not take the form of a
training bulletin or other self-study. An examination should be required at the end, which
should be in the form of a multi choice question, and the pass mark of the examination
should be 75%.
Level: It should be a detailed course on the theoretical and practical elements of the subject.
The training may be made either:
in appropriate facilities containing examples of components, systems and parts affected by
Fuel Tank Safety (FTS) issues. The use of films, pictures and practical examples on FTS is
recommended; or
by attending a distance course (e-learning or computer based training) including a film when
such film meets the intent of the objectives and content here below. An e-learning or
computer based training should meet the following criteria:
- A continuous evaluation process should ensure the effectiveness of the training and its
relevance;
- Some questions at intermediate steps of the training should be proposed to ensure that the
trainee is authorised to move to the next step;
- The content and results of examinations should be recorded;
- Access to an instructor in person or at distance should be possible in case support is needed.
A duration of 8 hours for phase 2 is an acceptable compliance.
When the course is provided in a classroom, the instructor should be very familiar with the data
in Objectives and Guidelines. To be familiar, an instructor should have attended himself a similar
course in a classroom and made additionally some lecture of related subjects.
Objectives:
The attendant should, after the completion of the training:
Have knowledge of the history of events related to fuel tank safety issues and the theoretical
and practical elements of the subject, have an overview of the FAA regulations known as SFAR
(Special FAR) 88 of the FAA and of JAA Temporary Guidance Leaflet TGL 47, be able to give a
detailed description of the concept of fuel tank system ALI (including Critical Design
Configuration Control Limitations CDCCL, and using theoretical fundamentals and specific
examples;
Have the capacity to combine and apply the separate elements of knowledge in a logical and
comprehensive manner;
Have knowledge on how the above items affect the aircraft;
Be able to identify the components or parts or the aircraft subject to FTS from the
manufacturer’s documentation,
Be able to plan the action or apply a Service Bulletin and an Airworthiness Directive.
Content: Following the guidelines described in paragraph E).
Continuation training:
The organisation should ensure that the continuation training is performed in each two years
period. The syllabus of the training programme referred to in the Training policy of the Continuing
Airworthiness Management Exposition (CAME) should contain the additional syllabus for this
continuation training.
The continuation training may be combined with the phase 2 training in a classroom or at distance.
The continuing training should be updated when new instructions are issued which are related to
the material, tools, documentation and manufacturer’s or competent authority’s directives.
F. Approval of training
For CAMO the approval of the initial and continuation training programme and the content of the
examination can be achieved by the change of the CAME exposition. The modification of the CAME
should be approved as required by CAR M. 704(b). The necessary changes to the CAME to meet
the content of this decision should be made and implemented at the time requested by the GCAA.
1. Scope of work
All aircraft under contract are covered in the form AWF-ARC-014.
The scope of work in the CAME does not disagree with the form AWF-ARC-014.
No work has been performed outside the scope of the form AWF-ARC-014 and the CAME.
Is it justified to retain in the approved scope of work aircraft types for which the organisation
has no longer aircraft under contract?
2. Airworthiness situation of the fleet
Does the continuing airworthiness status (AD, maintenance programme, life limited
components, deferred maintenance, ARC validity) show any expired items? If so, are the
aircraft grounded?
3. Aircraft maintenance programme
Check that all revisions to the TC/STC holders Instructions for Continuing Airworthiness, since
the last review, have been (or are planned to be) incorporated in the maintenance
programme, unless otherwise approved by the GCAA.
Has the maintenance programme been revised to take into account all modifications or
repairs impacting the maintenance programme?
Have all maintenance programme amendments been approved at the right level (GCAA or
indirect approval)?
Does the status of compliance with the maintenance programme reflect the latest approved
maintenance programme?
Has the use of maintenance programme deviations and tolerances been properly managed
and approved?
4. Airworthiness Directives (and other mandatory measures issued by the GCAA)
Have all ADs issued since the last review been incorporated into the AD status?
Does the AD status correctly reflect the AD content: applicability, compliance date,
periodicity…? (sample check on ADs)
5. Modifications/repairs
Are all modifications/repairs listed in the corresponding status approved in accordance with
CAR M.304? (sample check on modifications/repairs)
Have all the modifications/repairs which have been installed since the last review been
incorporated in the corresponding status? (sample check from the aircraft/component
logbooks)
6. Relations with the owners/operators
Has a contract (in accordance with Annex I to CAR M) been signed with each external
owner/operator, covering all the aircraft whose airworthiness is managed by the CAMO?
Have the owners/operators under contract fulfilled their obligations identified in the
contract? As appropriate:
o Are the pre-flight checks correctly performed? (interview of pilots)
o Are the technical log or equivalent correctly used (record of flight hours/cycles, defects
reported by the pilot, identification of what maintenance is next due etc.)?
o Did flights occur with overdue maintenance or with defects not properly rectified or
deferred? (sample check from the aircraft records)
o Has maintenance been performed without notifying the CAMO (sample check from the
aircraft records, interview of the owner/operator)?
7. Personnel
Check that the current accountable manager and other nominated persons are correctly
identified in the approved CAME.
If the number of personnel has decreased or if the activity has increased, check that the
organisation still has sufficient staff.
Check that the qualification of all new personnel (or personnel with new functions) has been
appropriately assessed.
Check that the staff has been trained, as necessary, to cover changes in:
o regulations,
o GCAA publications,
o the CAME and associated procedures,
o the approved scope of work,
o maintenance data (significant ADs, SBs, ICA amendments, etc.).
8. Maintenance contracted
Sample check of maintenance records:
o Existence and adequacy of the work order,
o Data received from the maintenance organisation:
Valid CRS including any deferred maintenance
List of removed and installed equipment and copy of the associated Form 1 or
equivalent.
Obtain a copy of the current approval certificate (Form 3) of the maintenance organisations
contracted.
9. Technical records and record-keeping
Have the certificates (Form 1 and Conformity certificates) been properly collected and
recorded?
Perform a sample check of technical records to ensure completeness and storage during the
appropriate periods.
Is storage of computerised data properly ensured?
10. Occurrence reporting procedures
Check that reporting is properly performed,
THIS DOCUMENT CONTAINS GUIDANCE MATERIAL RELATING TO THE APPROVAL AND OVERSIGHT
OF CONTINUING AIRWORTHINESS MANAGEMENT ACTIVITIES FOR CAR M CONTINUING
AIRWORTHINESS MANAGEMENT ORGANISATIONS BASED IN THE UAE AND OUTSIDE THE UAE
1. PURPOSE
The purpose of this guidance material is to provide information to organisations on:
How to process various applications,
Detail information on the GCAA process involved,
Additional information regarding the GCAA requirements for holding a CAR M approval.
2. INTRODUCTION
The GCAA CAR M Regulation establishes common technical requirements and administrative
procedures for ensuring the continuing airworthiness of aircraft, including any component for
installation thereto, which are:
a) registered in the United Arab Emirates Civil Aircraft Registry; or
b) registered in a third country and used by a United Arab Emirates operator where the UAE
GCAA has assumed responsibility for the oversight of the continued airworthiness
management functions of such an aircraft.
This Appendix is designed to guide organisations applying for the initial issue, renewal or change
of a GCAA CAR M approval. It also includes additional information on the way the GCAA intends
to conduct its business with regard to the management and oversight of CAR M approval holders
and the privileges that they may be granted as part of the approval held.
3. GUIDANCE TO CAR M.101
The UAE Civil Aviation Law – Article 30 states that the GCAA “shall approve national or foreign
enterprises engaged in the maintenance and overhaul of aircraft registered in the State”.
This Article 30 mandates the enforcement of UAE CAR M regulation as prescribed by CAR M.101:
This Section establishes the measures to be taken to ensure that airworthiness is maintained,
including maintenance. It also specifies the conditions to be met by the persons or organisations
involved in such continuing airworthiness management.
4. APPLICABILITY:
This guidance material is applicable to all CAR M approval holders (see Note below).
For organisations based in the UAE applying for issuance/renewal/change of a CAR M Approval –
Refer to Section A, B or C.
For organisations based outside the UAE applying for issuance/renewal/change of a CAR M
Approval – Refer to Section D, E or F.
Note: for CAR M subpart F please refer to CAR 145 Guidance Material.
For inquiries relating to CAR M Approval, please email: [email protected] or Tel: +971 4 2111610.
Applicable to applications for initial ISSUANCE of a CAR M Approval for organisations located in the
UAE which are either stand alone or part of an Operator:
For Initial application the GCAA shall require the organisation to comply with the following:
Application:
CAUTION 1:
The GCAA shall not process any application until the Security Clearance is issued, in some cases this is
the same clearance required for the AOC. It is the responsibility of the organisation to process and
complete the application with the GCAA Security Affairs department and provide evidence of the
approval, once issued. The GCAA is not liable for any delay arising from this application.
2) Apply to http://www.gcaa.gov.ae/en/pages/register.aspx for a User ID to use Eservice and Q
Pulse.
3) Subscribe to UAE GCAA publications including Civil Aviation Regulations (CARs). The organisation
may apply through the GCAA web site:
http://www.gcaa.ae/en/epublication/Pages/default.aspx
4) Complete an application form AWF-ARC-14a for CAR M subpart G (available on the
website/eservices - http://www.gcaa.gov.ae/en/pages/forms.aspx)
Enter clearly the proposed Scope of Work in the Application Form. Refer to Appendix 1 to the
Application Form for guidance and Appendix VI to CAR M – Organisation Approval Class & Rating
System. Submit the completed application form by email to: [email protected] and mail a hard
copy to: General Civil Aviation Authority, Airworthiness Department, P. O. Box 30500, Dubai, UAE.
5) Reserved
6) Submit the application(s) for nominated post holder(s) using GCAA Form GTF-NPA-001 (available on
the website/e-services - http://www.gcaa.gov.ae/en/pages/forms.aspx) together with copies of the
applicant’s CV, Employment Contract, Residence Visa and evidence of their qualification for the role.
GCAA CAR M approval requires nominated senior staff, namely the Continuing Airworthiness
Manager and Quality Manager, to be approved by the GCAA. A person or group of persons should
represent the continuing airworthiness management structure of the organisation and be
responsible for all continuing airworthiness functions. Dependent on the size of the
operation and the organisational set-up, the continuing airworthiness functions may be
divided under individual managers or combined in nearly any number of ways. However, if a
quality system is in place it should be independent from the other functions and must be
defined in the CAME. This person or group of persons should only be employed by a contracted CAR
145 organisation under exceptional circumstances and only if accepted by the GCAA. Qualification
requirements for the approval of personnel are contained in CAR M.706 and AMC CAR M.706.
The approval of these nominated persons is crucial for issuance of the CAR M Approval, and as such
only appropriately qualified persons should be nominated.
In the case of a Section A, Subpart G organisations intending to hold Subpart I privileges, an
application form should also be submitted for the person or persons whom it is intended will be
approved to carry out airworthiness reviews. Requirements for the approval of those
personnel are contained in CAR M.707 and AMC CAR M.707.
Acceptance of the Accountable Manager will be approval of the Continuing Airworthiness
Management Exposition with their signature on the Accountable Manager’s statement.
7) In the case of a stand-alone organisation, submit a copy of the valid Trade License from the local
authority for GCAA records. The Trade License should state clearly the type of activity.
8) Submit a draft continuing airworthiness management exposition (CAME) with completed forms
AWF-ARC-002 “CAR M SUBPART G COMPLIANCE CHECKLIST” and AWF-AMA-003 “CAME
COMPLIANCE CHECKLIST” (available on the GCAA website:
http://www.gcaa.gov.ae/en/pages/forms.aspx).
9) Refer CAR M.704, AMC 704 and Appendix 1 to AMC CAR M.704 for guidance in preparing the draft
CAME.
10) Submit a technical log, aircraft maintenance programme and minimum equipment list for each
aircraft type applied for to obtain GCAA approval.
Process:
NOTE: GCAA may elect to hold informal meetings/discussions with the organisation during the
security clearance process only to clarify and address their inquiries.
1. When the application package is received, the GCAA will assess the application to ensure adequacy
of the documentation and satisfactory compliance with CAR M application regulations. The GCAA
shall advise the organisation within 5 working days if any additional documentation is required.
NOTE: The full evaluation/assessment of the application will not be completed until all of the
required documents have been provided.
2. The Draft CAME will be reviewed by the GCAA and feedback will be provided to the organisation
within 2 weeks from the date of the submission of the CAME.
NOTE: the CAME will not be approved until the satisfactory completion of the issue process.
3. Once the CAME is approved, the organisation is required to provide an electronic CD copy of the
approved CAME, complete with the GCAA approval page, for the GCAA to upload into the Q Pulse
documents module.
4. The evaluation/interview of nominated persons, who have applied in accordance with item 6)
above, will be completed by the GCAA. The scheduling for the interview(s), is subject to agreement
with the organisation to ensure that employment formalities have been completed. The approval of
the nominated persons will be issued upon satisfactory completion of the evaluation/interview.
5. In preparation for the audit, checklist AWF-ARC-002 should be completed and submitted to the
GCAA by the applicant, showing how the organisation complies with all relevant parts of the CAR M
requirements. This checklist can be downloaded from the GCAA website at
http://www.gcaa.gov.ae/en/pages/forms.aspx.
6. A pre-audit meeting between the organisation’s senior staff and the GCAA may be required to
determine the organisation’s level of readiness. The organisation will also be required to
demonstrate readiness by submitting an audit report carried out by its own quality assurance
auditors or independent auditors, on the organisational compliance with GCAA CAR M
requirements.
7. The GCAA will decide with the organisation, a suitable plan to audit the organisation’s proposed
Scope of Work. The organisation is required to provide access for GCAA Inspector(s) to the facility
to perform this audit and any other visits relating to the approval. Following the audit, an audit
report will be generated in the Q-Pulse system including any findings identified. The organisation is
responsible for submitting an action plan/resolution to close any audit findings to the satisfaction of
the GCAA, prior to any approval being granted.
8. The GCAA principle Airworthiness Inspector assigned to the organisation will process and issue the
AWF-ARC-003 recommendation to the Manager Air Operators and CAMO after the closure of the
audit, approval of all required post holders and documents, and satisfactory compliance with the
CAR M requirements. Upon acceptance of the recommendation, the CAR M Subpart G Approval
Certificate shall be issued in Format AWF-ARC-014 within 5 working days.
B – RESERVED
C - APPLICATIONS FOR CHANGE OF A CAR M APPROVAL FOR ORGANISATIONS LOCATED IN THE UAE
Applicable to applications for CHANGE of a CAR M Approval for organisations located in the UAE:
Organisations located in the UAE applying for a change to their CAR M approval, shall submit an
application indicating the extent of the change being requested (see NOTE).
NOTE: Application for Extension of CAR M Approval – may cover any of the following:
Addition of Subpart I privileges
Addition or removal of an aircraft type(s)
Change of approved location
Application:
1) Complete an Application Form AWF-ARC-14a (available on the GCAA website/e-Services –
http://www.gcaa.gov.ae/en/pages/forms.aspx).
Enter clearly the proposed Scope of Work in the Application Form. Refer to Appendix 1 to the
Application Form for guidance and Appendix VI to CAR M – Organisation Approval Class & Rating
System. Submit the completed application form by email to: [email protected] and mail a hard
copy to: General Civil Aviation Authority, Airworthiness Department, P. O. Box 30500, Dubai, UAE.
2) Submit a Draft amendment to the CAME with the proposed changes and any other relevant
documents/internal procedures affected by this amendment through Q Pulse.
3) Submit the necessary supporting evidence for the proposed extension of the scope of work covering
the following requirements:
Technical log, aircraft maintenance programme and minimum equipment list for each new type
applied for,
Availability of trained manpower,
Proposed Airworthiness Review staff details to be submitted on form GTF-NPA-001
Maintenance data and related documents,
Facility, as applicable, and
Others, as may be required by the GCAA.
4) Reserved
5) The GCAA may be required to carry out an audit to establish compliance with CAR M regulations
before approval of the change is granted. An audit will not normally be required if the scope of an
approval is being reduced.
Process:
1. When the application package is received, the GCAA will assess the application, to ensure adequacy
of the documentation and satisfactory compliance with CAR M application regulations. The GCAA
shall inform the organisation within 5 working days from the date of application if any additional
documentation is required.
Note: - the full evaluation/assessment of the application will not be completed until all of the
required documents have been provided.
2. The GCAA shall advise the organisation within 2 weeks of the acceptance/rejection of the submitted
CAME changes.
3. The evaluation/interview of any new nominated person(s) and Airworthiness Review signatories,
who have applied in accordance with Section A item 3 above, will be completed by the GCAA. The
scheduling for the interview(s), is subject to agreement with the organisation to ensure that
employment formalities have been completed. The approval of the nominated persons will be
issued upon satisfactory completion of the evaluation/interview.
Note: - Item 3 above only relates to changes of nominated persons necessitated by a change of
approval scope. A change that solely relates to the replacement of a nominated person should be
dealt with through an amendment to the CAME and submission of form GTF-NPA-001 for the
proposed replacement.
4. If the application relates to an increase in the scope of approval or a change of approved location an
audit will be required. In preparation for the audit, checklist AWF-ARC-002 should be completed
and submitted to the GCAA by the applicant, showing how the organisation complies with all
relevant parts of CAR M requirements. This checklist can be downloaded from the GCAA website at
http://www.gcaa.gov.ae/en/pages/forms.aspx .
5. A pre-audit meeting between the organisation’s senior staff and the GCAA may be required to
determine the organisation’s level of readiness. The organisation will also be required to
demonstrate readiness by submitting an audit report carried out by its own quality assurance
auditors or independent auditors, on the organisational compliance with GCAA CAR M
requirements.
6. The GCAA will decide with the organisation, a suitable plan to audit the organisation’s proposed
revised Scope of Work. The organisation is required to provide access for GCAA Inspector(s) to the
facility to perform this audit and any other visits relating to the approval. Following the audit, an
audit report will be generated in the Q-Pulse system including any findings identified. The
organisation is responsible for submitting an action plan/resolution to close any audit findings to the
satisfaction of the GCAA prior to any approval of the changes being granted.
The GCAA principle Airworthiness Inspector assigned to the organisation will process and issue the
AWF-ARC-003 recommendation to the Manager Air Operators and CAMO after the closure of the
audit, approval of all required post holders and documents, and satisfactory compliance with the
CAR M requirements. Upon acceptance of the recommendation, the CAR M Subpart G Approval
Certificate shall be issued in Format AWF-ARC-014 within 5 working days.
Applicable to applications for initial ISSUANCE of a CAR M Approval for organisations located
outside the UAE:
Organisations based outside the UAE are required to be approved by the GCAA, whenever they carry
out oversight of the continuing airworthiness of individual aircraft and the issue of
recommendations for airworthiness review certificates for aircraft registered in the UAE, and are
either contracted in accordance with CAR M.201(e) and (i), or sub-contracted in accordance with
CAR M.201(f), (h) and (i).
CAUTION 2:
It is important that the organisation is aware of the requirements stipulated in GCAA CAR M and any
related Information Bulletins (IB).
For inquiries relating to CAR M Approval, please email: [email protected] or Tel: +971 4 2111610.
NOTE:
The GCAA may accept, on a case by case basis, an EASA Part M CAMO Approval issued to an
organisation located outside the UAE as a basis for issuing the GCAA CAR M Approval.
For Initial application the GCAA shall require the organisation to comply with the following:
Application:
5) Submit the application(s) for nominated post holder(s) using GCAA Form GTF-NPA-001 (available on
the website/e-services - http://www.gcaa.gov.ae/en/pages/forms.aspx), together with copies of the
applicant’s CV, evidence of continued EASA post holder approval if applicable, and evidence of their
qualification for the role. GCAA CAR M approval requires nominated senior staff, namely the
Continuing Airworthiness Manager and Quality Manager, to be approved by the GCAA. A person or
group of persons should represent the continuing airworthiness management structure of
the organisation and be responsible for all continuing airworthiness functions. Dependent on
the size of the operation and the organisational set-up, the continuing airworthiness
functions may be divided under individual managers or combined in nearly any number of
ways. However, if a quality system is in place it should be independent from the other
functions and must be defined in the CAME. This person or group of persons should only be
employed by a contracted CAR 145 organisation under exceptional circumstances and only if
accepted by the GCAA. Qualification requirements for the approval of personnel are contained
in CAR M.706 and AMC CAR M.706. The approval of these nominated persons is crucial for issuance
of the CAR M Approval, and as such only appropriately qualified persons should be nominated.
In the case of a CAR M Subpart G organisation located outside the UAE, CAR M Subpart I privileges
will not be granted. However the organisation will be able to recommend the renewal of an
Airworthiness Review Certificate to the GCAA. This will be based upon a review process being carried
out and the recommendation being signed by the Continuing Airworthiness Manager or an EASA
member state approved Airworthiness Review signatory.
Acceptance of the Accountable Manager will be approval of the Continuing Airworthiness
Management Exposition with their signature on the Accountable Manager’s statement.
6) Submit a draft continuing airworthiness management exposition (CAME) with completed forms
AWF-ARC-002 “CAR M SUBPART G COMPLIANCE CHECKLIST” and AWF-AMA-003 “CAME
COMPLIANCE CHECKLIST” (available on the GCAA website:
http://www.gcaa.gov.ae/en/pages/forms.aspx).
Refer CAR M.704, AMC 704 and Appendix 1 to AMC CAR M.704 for guidance in preparing the CAME.
Organisations which hold EASA Part M approval shall submit a copy of the EASAS member state
approved Continuing Airworthiness Management Exposition (CAME) at the latest revision status,
preferably in CD Format. Such organisations will also be required to submit a GCAA CAME
Supplement for review and approval. Refer to appendix 2 for the required layout.
7) Submit a baseline or generic aircraft maintenance programme each aircraft type applied for to
obtain GCAA approval.
8) The organisation must liaise with the operator who intends to use the organisation’s services. The
operator must be requested to submit to the GCAA, the Quality Assurance department’s satisfactory
assessment audit report(s) and recommendation(s) on the capability of the contracted organisation
to provide the intended scope of work. The operator will also be required to submit a copy of the
contract/sub-contract for approval including any interface procedures. In addition the applicant will
also need to submit the following:
A copy of the organisations EASA member state Part M approval certificate (if held),
Details of approved management personnel and airworthiness review staff,
Evidence of access to the operator’s records, maintenance data and related documents,
Records of training for all staff confirming provision of awareness training for operators’
procedures,
A copy of the applicants quality department audit covering CAR M requirements along with a
copy of checklist AWF-ARC-002, and
Any other documents/reports etc. as may be required by the GCAA (see CAUTION 3).
CAUTION 3: The operator’s QA assessment/recommendation letter submitted to GCAA, shall
identify the aircraft types/capability which the organisation shall be approved for. Failure to
provide the operator’s QA recommendation may result in the delay of the approval or exclusion
of types of aircrafts applied for. On a case by case basis, the GCAA may exercise the discretion to
accept the operator’s QA assessment as an alternative to an immediate GCAA audit.
9) Submit evidence of organisation ARC staff compliance. This requirement may be satisfied by
supplying copies of certifying staff Authorisation, issued to the staff in accordance with the
procedure defined in the CAME.
10) Audit by UAE GCAA Inspector(s). The GCAA shall audit the facility prior to granting CAR M approval
for which prior notice shall be served. The organisation shall be responsible to bear the cost of the
audit and any periodic audit conducted by the GCAA in order to maintain the validity of the approval.
The organisation must also facilitate access for GCAA personnel to the facility for the purpose of
conducting audits and any matters relating to the approval.
Process:
NOTE: GCAA may elect to hold informal meetings/discussions with the organisation ahead of receipt
of an application only to clarify and address their inquiries.
1. When the application package is received, the GCAA will assess the application to ensure adequacy
of the documentation and satisfactory compliance with CAR M application regulations. The GCAA
shall advise the organisation within 5 working days if any additional documentation is required.
Note: The full evaluation/assessment of the application will not be completed until all of the
required documents have been provided.
2. The draft CAME/EASA approved CAME and Supplement will be reviewed by the GCAA and feedback
will be provided to the organisation within 2 weeks from the date of submission.
Note: the CAME will not be approved until the satisfactory completion of the issue process.
3. Once the CAME/Supplement is approved, the organisation is required to provide an electronic CD
copy of the approved CAME, complete with the GCAA approval page, for the GCAA to upload into
the Q Pulse documents module.
4. The evaluation/interview of nominated persons, who have applied in accordance with item 6 above,
will be completed by the GCAA. The scheduling for the interview(s), is subject to agreement with the
organisation, and may be carried out during the audit visit. The approval of the nominated persons
will be issued upon satisfactory completion of the evaluation/interview.
5. In preparation for the audit, checklist AWF-ARC-002 should be completed and submitted to the
GCAA by the applicant, showing how the organisation complies with all relevant parts of the CAR M
requirements. This checklist can be downloaded from the GCAA website at
http://www.gcaa.gov.ae/en/pages/forms.aspx .
6. A pre-audit meeting between the organisation’s senior staff and the GCAA may be required to
determine the organisation’s level of readiness. The organisation will also be required to
demonstrate readiness by submitting an audit report carried out by its own quality assurance
auditors or independent auditors, on the organisational compliance with GCAA CAR M
requirements.
7. The GCAA will decide with the organisation, a suitable plan to audit the organisation’s proposed
Scope of Work. The organisation is required to provide access for GCAA Inspector(s) to the facility
to perform this audit and any other visits relating to the approval. Following the audit, an audit
report will be generated in the Q-Pulse system including any findings identified. The organisation is
responsible for submitting an action plan/resolution to close any audit findings to the satisfaction of
the GCAA, prior to any approval being granted.
8. The GCAA principle Airworthiness Inspector assigned to the organisation will process and issue the
AWF-ARC-003 recommendation to the Manager Air Operators and CAMO after the closure of the
audit, approval of all required post holders and documents, and satisfactory compliance with the
CAR M requirements. Upon acceptance of the recommendation, the CAR M Subpart G Approval
Certificate shall be issued in Format AWF-ARC-014 within 5 working days.
E – RESERVED
F - APPLICATIONS FOR CHANGE OF CAR M APPROVAL FOR ORGANISATIONS LOCATED OUTSIDE THE
UAE
Applicable to applications for CHANGE of CAR M Approval for organisations located outside the
UAE:
Organisations located outside the UAE applying for a change to their CAR M approval, shall submit an
application indicating the extent of the change being requested: (see NOTE)
Note: Application for Extension of CAR M Approval – may cover any of the following:
Addition or removal of an aircraft type(s)
Change of approved location
Application:
1) Complete an application form AWF-ARC-14a (available on the GCAA website/e-Services –
http://www.gcaa.gov.ae/en/pages/forms.aspx)
Enter clearly the proposed Scope of Work in the Application Form. Refer to Appendix 1 to the
Application Form for guidance and Appendix VI to CAR M – Organisation Approval Class & Rating
System. Submit the completed application form by email to: [email protected] and mail a hard
copy to: General Civil Aviation Authority, Airworthiness Department, P. O. Box 30500, Dubai, UAE.
2) Submit a Draft amendment to the CAME with the proposed changes and any other relevant
documents/internal procedures affected by this amendment through Q Pulse.
3) Submit the necessary supporting evidence for the proposed extension of the scope of work covering
the following requirements:
Technical log, aircraft maintenance programme and minimum equipment list for each new type
applied for availability of trained manpower and/or ARC staff,
Maintenance data and related documents,
Facility, as applicable, and
Others, as may be required by the GCAA.
4) Reserved
5) The organisation must liaise with the operator who intends to use the organisation’s services. The
operator must be requested to submit to the GCAA, the Quality Assurance department’s satisfactory
assessment audit report(s) and recommendation(s) on the capability of the contracted organisation
to provide the intended scope of work. The operator will also be required to submit a copy of the
contract/sub-contract for approval including any interface procedures. In addition the applicant will
also need to submit the following:
A copy of the organisations EASA member state Part M approval certificate (if held),
Details of approved management personnel and airworthiness review staff,
Evidence of access to the operator’s records, maintenance data and related documents,
Records of training for all staff confirming provision of awareness training for operators’
procedures,
A copy of the applicants quality department audit covering CAR M requirements along with a
copy of checklist AWF-ARC-002, and
Any other documents/reports etc. as may be required by the GCAA (see CAUTION 4).
CAUTION 4:
The operator’s QA assessment/recommendation letter submitted to GCAA, shall identify the
aircraft types/capability which the organisation shall be approved for. Failure to provide the
operator’s QA recommendation may result in the delay of the approval or exclusion of types of
aircrafts applied for. On a case by case basis, the GCAA may exercise the discretion to accept the
QA assessment as an alternative to an immediate GCAA audit.
6) Submit evidence of organisation ARC staff compliance. This requirement may be satisfied by
supplying copies of certifying staff Authorisation, issued to the staff in accordance with the
procedure defined in the CAME.
7) The GCAA may be required to carry out an audit to establish compliance with CAR M regulations
before approval of the change is granted. An audit will not normally be required if the scope of an
approval is being reduced. The organisation shall be responsible to bear the cost of the audit.
PROCESS:
1. When the application package is received, the GCAA will assess the application, to ensure adequacy
of the documentation and satisfactory compliance with CAR M application regulations. The GCAA
shall inform the organisation within 5 working days from the date of application if any additional
documentation is required.
Note: - the full evaluation/assessment of the application will not be completed until all of the
required documents have been provided.
2. The GCAA shall advise the organisation within 2 weeks of the acceptance/rejection of the submitted
CAME changes.
3. The evaluation/interview of any new nominated person(s), who have applied in accordance with
Section A item 6 above, will be completed by the GCAA. The scheduling for the interview(s), is subject
to agreement with the organisation to ensure that employment formalities have been completed.
The approval of the nominated persons will be issued upon satisfactory completion of the
evaluation/interview.
4. If the application relates to an increase in the scope of approval or change of approved location an
audit will be required. In preparation for the audit, checklist AWF-ARC-002 should be completed
and submitted to the GCAA by the applicant, showing how the organisation complies with all
relevant parts of CAR M requirements. This checklist can be downloaded from the GCAA website at
http://www.gcaa.gov.ae/en/pages/forms.aspx.
5. A pre-audit meeting between the organisation’s senior staff and the GCAA may be required to
determine the organisation’s level of readiness. The organisation will also be required to
demonstrate readiness by submitting an audit report carried out by its own quality assurance
auditors or independent auditors, on the organisational compliance with GCAA CAR M
requirements.
6. The GCAA will decide with the organisation, a suitable plan to audit the organisation’s proposed
revised Scope of Work. The organisation is required to provide access for GCAA Inspector(s) to the
facility to perform this audit and any other visits relating to the approval. Following the audit, an
audit report will be generated in the Q-Pulse system including any findings identified. The
organisation is responsible for submitting an action plan/resolution to close any audit findings to the
satisfaction of the GCAA prior to any approval of the changes being granted.
7. The GCAA principle Airworthiness Inspector assigned to the organisation will process and issue the
AWF-ARC-003 recommendation to the Manager Air Operators and CAMO after the closure of the
audit, approval of all required post holders and documents, and satisfactory compliance with the
CAR M requirements. Upon acceptance of the recommendation, the CAR M Subpart G Approval
Certificate shall be issued in Format AWF-ARC-014 within 5 working days.
G - RESERVED
A technical log system is required to be established by an operator and be approved by the GCAA. The
technical log system includes all 5 sections referred to in CAR M.306 and AMC M.306 and instructions
to be used by flight crew and engineering personnel when completing the various sections to ensure
compliance with CAR M.306.
Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the safety of its occupants
are regarded as forming part of the aircraft log book where recorded by another means such as a cabin defects
log.
1. Application
1.1 The operator shall apply to the GCAA for a technical log system approval using form GAF-AMA-
001 Application for Aircraft/Organisation Manual Approval, enclosing a copy of the proposed
draft technical log system and the operator’s instructions for completion of the technical log.
1.2 The airworthiness inspector may request a hard copy of the draft technical log page to
facilitate document evaluation. As the GCAA AMC M.306 describes the exact format of the
log book the airworthiness inspector shall ensure that all mandatory parameters are included
in the operator’s technical log book.
1.3 Each section of the technical log should be identified and controlled by a unique form number
and the revision status of the form.
2. Basic Contents of the Technical Log
The Technical Log Book shall contain the following:
2.1 A Title Page with the registered name and address of the Operator, the aircraft type and full
registration marks of the aircraft;
2.2 A copy of the last scheduled line or base maintenance inspection Certificate of Release to
Service, and a Maintenance Statement of the next inspection due, to comply with inspection
cycle of the approved Maintenance Program, and any out-of-phase inspection or component
change due before that time. In certain circumstances the GCAA may agree to the
Maintenance Statement being kept elsewhere.
2.3 A section containing sector record pages. Each page shall be pre-printed with the Operator’s
name and page serial number, and shall make provision for recording all of the parameters
defined in AMC M.306 (a).
2.4 A readily identifiable section, or a separate book, containing acceptable deferred defect
record pages. Each page shall be pre-printed with the operator’s name and page serial
number, and shall make provision for recording the following:
i. A cross reference for each deferred defect such that the original defect can be clearly
identified in the sector record page,
ii. The original date of occurrence of the defect deferred,
iii. The details of the defect transferred verbatim from the original entry,
iv. A cross reference to the sector record page that contains the CRS for any investigation
activity and/or rectification of the defect.
2.5 This section should provide up to date details of any in-house or contracted maintenance organisation(s)
and the company procedures for contacting them should the aircraft commander experience technical
difficulties away from a permanently supported location. If all communication is to be accomplished
through a single point, such as a ‘Maintrol’ department, it is acceptable to only include procedures for
communicating with this location.
3. Supplementary Technical Log Contents
3.1 It may be necessary to record additional information as may be required, for example, on
helicopters and aging aircraft items for consideration may include:
i. Maximum or intermediate contingency power usage and duration
ii. The number of load lifts carried out between take-off and landing events
iii. The number of landings for the undercarriage or other component lives
iv. The number of pressure cycles if this is a factor in fuselage structural item lives.
4. Issuance of Technical Log Approval
4.1 When the Airworthiness Inspector is satisfied that the Technical Log system complies with
GCAA requirements, he shall sign the applicable section in GAF-AMA-001 and forward it to the
airworthiness assistants for preparing the approval control page.
4.2 Based on the airworthiness inspector’s acceptance, the airworthiness assistant shall prepare
and print out the Approval Control Page for the Airworthiness Inspector’s signature. The
control page should include the form number and revision status of each technical log section
to ensure that any development of the technical log system can be properly tracked and
subsequently approved.
4.3 The airworthiness inspector shall sign the approval control page and forward it to the
airworthiness assistant who subsequently shall send the approval control page to the
operator. Once received the operator should upload a copy of each approved section and the
approval letter into Q Pulse for activation.
5. Amendment of the Technical Log
5.1 When an operator wants to amend the technical log system, either in part or in total, the
Operator shall apply to the GCAA by uploading the amended page(s) into Q Pulse in the
normal way.
5.2 When the Airworthiness Inspector is satisfied that the revised Technical Log system complies
with GCAA requirements, he shall approve the amended pages within Q Pulse and activate
them. He will then create an electronic approval page which should include the current form
number and revision status of each technical log section, including those not updated as part
of this process, to ensure that future development of the technical log system can be properly
tracked and subsequently approved.
6. Approval of Electronic Technical Log Systems
6.1 When an operator wants to develop an electronic technical log as part of an electronic flight
bag (EFB) system, the approval process will be broadly in line with the process described
above but will also include approval of the hardware to be used and the installation of the
equipment in the aircraft. Procedures will also need to be developed for:
i. The control of electronic forms within the EFB system,
ii. The management, limitation, control and security of electronic signatures for use by
personnel authorised to do so within the EFB system,
iii. The transfer of data from, and back to, the operator’s continuing airworthiness
management team,
iv. System security and the control of compatibility of updates within the EFB system to
ensure that all elements remain uncorrupted as a result of any update that is carried out,
including updates to databases contained within the EFB system,
v. Procedures for replacement of hardware to ensure system continuity.
Title Description
A. Aircraft Configuration
Type design and The type design is the part of the approved configuration of a product,
as laid down in the TCDS, common to all products of that type. Any
A.1 changes to type
changes to type design shall be approved and, for those embodied,
design shall be recorded with the reference to the approval.
B. Aircraft Operation
Aircraft
B.1 Aircraft certificates and documents necessary for operations.
documents
Mass and balance data is required to make sure the aircraft is capable
B.3 Mass & balance
of operating within the approved envelope.
requirements
C. Aircraft Maintenance
Type design and changes to The type design is the part of the approved
A.1
type design configuration of a product, as laid down in the TCDS,
The type design consists of: 1. Use the current type certificate data sheets
(airframe, engine, propeller as applicable) and
1. the drawings and specifications, and a
check that the aircraft conforms to its type design
listing of those drawings and
(correct engine installed, seat configuration, etc.).
specifications, necessary to define the
configuration and the design features 2. Check that changes have been approved properly
of the product (i.e. the aircraft, its (approved data is used, and a direct relation to the
components, etc.) shown to comply approved data).
with the applicable type-certification
3. Check for unintentional deviations from the
basis and environmental protection
approved type design, sometimes referred to as
requirements;
concessions, divergences, or non-conformances,
2. information on materials and Technical Adaptations, Technical Variations, etc.
processes and on methods of
4. Check cabin configuration (LOPA).
manufacture and assembly of the
product necessary to ensure the 5. Check for embodiment of STC’s, and, if any
conformity of the product; Airworthiness Limitations Section
(ALS)/FM/MEL/WBM and revisions are needed,
3. an approved Airworthiness Limitation
they have been approved and complied with.
Section (ALS) of the Instructions for
Continued Airworthiness (ICA); and a. Aircraft S/N applicable
CAR 21.31
CAR 21.41
CAR 21.61
Reference documents: CAR 21.90
CAR M.304
CAR M.305
CAR M.401
wiring separation,
CAR 21.31
CAR 21.61
EASA CS 22.1529
EASA CS 23.1529, Appendix G, para. G25.4
EASA CS 25.1529, Appendix H, para. H25.4
EASA CS 27.1529, Appendix A, para. A27.4
EASA CS 29.1529, Appendix A, para. A29.4
Reference documents: EASA CS 31HB.82
EASA CS- PU 30
EASA CS-E 2
EASA CS-P 40
EASA CS VLR.1529, Appendix A, para. A.VLR.4
CAR M.302
CAR M.305
CAR M.710(a)(7)
21.175
21.177
21.182
Reference documents:
CAR 21 Subpart I
CAR 21 Subpart P
CAR 21 Subpart Q
21.801
21.807
CAR M.201(a)(3)
CAR M 901
The mass and balance report needs to 1. Check that mass and balance report is valid,
reflect the actual configuration of the considering current configuration.
aircraft. When it does not, the aircraft 2. Make sure that modifications and repairs are
might be operated outside the certified taken into account in the report.
operating envelope. 3. Check that equipment status is recorded on the
mass and balance report.
4. Compare current mass and balance report with
previous report for consistency.
CAR M.305 (d)5
CAR M.708 (b)(10)
Reference documents:
CAR M.710 (a)(9),AMC CAR M.710 (1)
CAR OPS 1/3.605
Instructions for Continuing Airworthiness 3. Check that the AMP properly reflects the
(ICA) of a design approval holder; maintenance tasks specified in repetitive ADs.
- tasks for which compliance is 4. Check that the AMP properly reflects additional
recommended: additional instructions instructions for continuing airworthiness
specified in the Maintenance Review resulting from specific installed equipment or
Board Report (MRBR), the Maintenance modifications embodied.
Planning Document (MPD), Service 5. Check that the AMP properly reflects additional
Bulletins (SB), or any other non- instructions for continuing airworthiness
mandatory continuing airworthiness resulting from repairs embodied.
information issued by the design 6. If applicable, check that the AMP properly
approval holder; reflects additional maintenance tasks required by
- additional or alternative instructions specific approvals (e.g. RVSM, ETOPS, MNPS, B-
proposed by the owner or the continuing RNAV).
airworthiness management organisation 7. Check for any additional scheduled maintenance
once approved in accordance with point measures required due to the use of the aircraft
M.302(d)(iii); and the operational environment.
The AMP shall contain details, including 8. If applicable, check for proper identification of
frequency, of all maintenance to be pilot-owner maintenance tasks and identification
carried out, including any specific tasks of the pilot-owner(s) or the alternative
linked to the type and the specificity of procedure described in AMC CAR M.803 point 3.
operations. 9. Check approval status of additional or alternative
instructions CAR M.302(d)(iii)).
10. Check if a reliability programme is present and
active when required.
Review of aircraft compliance with an AMP:
1. Check if the AMP used is valid for the aircraft, is
approved and is amended correctly.
2. Check if tasks are performed within the value(s)
quoted in AMP and the source documents
3. Sample check that no task has been omitted
without justifications accepted by the GCAA (at
the time of decision).
4. Check the reporting of performed scheduled
maintenance into the records system.
5. Analyse the effectiveness of the AMP and
reliability by reviewing the unscheduled tasks.
- components for which failure resistance 4. Check current status of life-limited components.
can reduce and drop below a defined This status can be requested upon each transfer
level: Inspections are scheduled to throughout the operating life of the part:
detect potential failures. Reference is a. The life limitation, the component’s total
made to ‘On-condition’ components: accumulated life, and the life remaining before
They are called such because the component’s life limitation is reached
components, which are inspected, are (indicating Hours, Cycles, Landings, Calendar
left in service (no further maintenance time, as necessary).
action taken) on the condition that they b. If relevant for the determination of the
continue to meet specified performance remaining life, a full installation history indicating
standards. the number of hours, cycles or calendar time
Notes: relevant to each installation on these different
1. Restoration tasks for hard time types of aircraft/engine.
components are not the same as ‘On- 5. Check if the aircraft maintenance programme
condition’ tasks, since they do not and reliability programme results impact the
monitor gradual deterioration, but are component control.
primarily done to ensure the item may 6. Check that life-limited and time controlled
continue to remain in service until the components are correctly marked during a
next planned restoration. physical survey.
2. Components subject to ‘condition-
monitoring’ are permitted to remain in
service without preventive maintenance
until functional failure occurs. Reference
is made to ‘fly-to-failure’. Such
components are subject to unscheduled
tasks.
CAR 21.805
CAR M.302
CAR M.305
Reference documents:
CAR M.501
CAR M.503
CAR M.710
(h) Use of the technical log system is being properly carried out, especially with regard to the
reporting and control of defects, including defects noted in any cabin defects log
Depth of Ramp Survey Programme
1) The survey should be a broad observation of all of the pre-flight preparation activities; however
some elements that have a direct effect on airworthiness will attract more focussed attention.
2) The record of a ramp survey should identify the activities examined, what was observed and
details of where findings have been identified.
3) When performing a ramp survey, the inspector(s) should make all possible efforts to avoid an
unreasonable delay of the aircraft inspected.
Part 1: General
Name of organisation:
Approval reference:
AWF-ARC-014 dated:
Date(s) of audit(s):
Audit reference(s):
Persons interviewed:
The five columns may be labeled and used as necessary to record the approval product line or facility, including
subcontractor’s, reviewed. Against each column used of the following CAR M Subpart G sub-paragraphs please
either tick () the box if satisfied with compliance or cross (X) the box if not satisfied with compliance and specify
the reference of the Part 4 finding next to the box. Enter N/A where an item is not applicable, or N/R when
applicable but not reviewed.
Audit Reference Number(s):
M.703 Extent of approval
Continuing airworthiness
M.704 management exposition (see Part
3)
M.705 Facilities
M.706 Personnel requirements
M.707 Airworthiness review staff
M.708 Continuing airworthiness
M.201 management
Responsibilities
M.202 Occurrence reporting
M.301 Continuing airworthiness tasks
M.302 Aircraft maintenance programme
M.303 Airworthiness directives
M.304 Data for modifications and repairs
Aircraft continuing airworthiness
M.305
record system
M.306 Operator's technical log system
Transfer of aircraft continuing
M.307
airworthiness records
M.401 Maintenance Data
M.403 Aircraft defects
M.503 Service life limited components
M.709 Documentation
M.710 Airworthiness review
M.711 Privileges of the organisation
M.712 Quality system
Changes to the approved
M.713 continuing airworthiness
organisation
M.714 Record keeping
Part 3: Compliance with CAR M Subpart G continuing airworthiness management exposition (CAME)
Please either tick () the box if satisfied with compliance; or cross (X) if not satisfied with compliance and
specify the reference of the Part 4 finding; or enter N/A where an item is not applicable; or N/R when
applicable but not reviewed
Part 0 Organisation
0.1 Corporate commitment by the accountable manager
0.2 General information
0.3 Management personnel
0.4 Management organisation chart
Notification procedures to the GCAA regarding changes to the organisation’s activities
0.5
/ scope of approval / location / personnel
0.6 Exposition amendment procedures
Part 1 Continuing Airworthiness Management Procedures
Aircraft technical log utilisation and MEL application (commercial air transport and
private AOC operations)
1.1
Aircraft continuing airworthiness record system utilisation (commercial activities)
1.2 Aircraft maintenance programme – development, amendment and approval
1.3 Time and continuing airworthiness records – responsibilities, retention and access
1.4 Airworthiness directives – assessment, control and accomplishment
1.5 Analysis of the effectiveness of the maintenance programme(s)
1.6 Non-mandatory modifications – embodiment policy, control and accomplishment
1.7 Major modification standards
1.8 Defect reports
1.9 Engineering activity
1.10 Reliability programmes
1.11 Pre-flight inspections
1.12 Aircraft weighing
1.13 Check flight procedures
Part 2 Quality System
2.1 Continuing airworthiness quality policy, plan, audit and non-conformity procedures
2.2 Monitoring continuing airworthiness management activities
2.3 Monitoring of the effectiveness of the maintenance programme(s)
Monitoring that all maintenance is carried out by an approved maintenance
2.4
organisation
Monitoring that all maintenance is carried out in accordance with the contract,
2.5
including sub-contractors used by the maintenance contractor
2.6 Quality audit personnel – control of qualifications and experience
Continuing airworthiness management personnel – qualification, training and
2.7
competence assessment
Part 3 Contracted Maintenance
3.1 Maintenance contractor selection procedure
Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be identified by a
simple cross reference to the Part 2 requirement. All non-rectified findings should be copied in writing to the
organisation for the necessary corrective action.
Audit Reference(s):
I have reviewed Q Pulse records for this organisation and I can confirm that with regard to any audit findings, all
findings are:
closed,
and/or are level 2 or 3 findings still within the agreed timescale for closure
Note: Not applicable for grant or change of an approval
I can confirm that there are no open Level 1 findings, or findings that are open beyond the agreed timescale for
closure.
Note: Recommendation actions cannot be combined. Please use separate forms for each action.
Name of organisation:
Approval reference:
Audit reference(s):
The following CAR M Subpart G scope of approval is recommended for this organisation:*
A = Add
Airworthiness Organisation(s) working under the
Aircraft type/series/group R=
review authorised quality system
Remove
Or, it is recommended that the CAR M Subpart G scope of approval specified in AWF-ARC-014 referenced
..............................................be continued.*
Name of Organisation
Address:
(This should be the Organisation’s registered office and
principle place of business)
Telephone Number
Facsimile Number:
Email Address:
INTRODUCTION
This supplement, in conjunction with the latest revision of the EASA approved CAME, defines the
organisation and procedures upon which compliance with the Civil Aviation Regulation (CAR) of the
United Arab Emirates is based and shall form the basis of acceptance by the UAE General Civil Aviation
Authority (GCAA) to perform and control the continuous airworthiness management of UAE registered
aircraft and recommend to the GCAA the Airworthiness Review Certificate (ARC) in accordance with CAR-
M.
Whenever there is an amendment to the EASA Part M, the Quality department shall send a copy of the
revised and approved EASA CAME in the form of a CD to the UAE GCAA. The Same copy of the CD should
contain the latest approved UAE GCAA CAME supplement.
The supplement shall be amended as necessary to remain in compliance with the requirements of the
UAE GCAA Civil Aviation Regulations to qualify for GCAA CAR M approval. This supplement and any
subsequent amendment shall be approved by the GCAA.
The “Supplement Requirements & Compliance reference Matrix” provides reference on procedures
documented in the Organisations approved EASA Part M CAME. It also outlines the additional
requirements of UAE GCAA Civil Aviation Regulations (CARs).
Instructions on how to complete the Matrix
For each of the requirements listed on the matrix below, you are required to indicate, in the left-hand
column, the procedure reference number where compliance with that particular requirement is
demonstrated in your approved EASA Part M CAME. If there are differences or additional procedures
required to comply with UAE GCAA CAR M regulations, with reference to the requirements listed in the
matrix below, the additional procedure(s) is (are) required to be included in this supplement.
Where fields in the right hand column are greyed out the GCAA does necessarily expect specific
procedures to be written however, if the CAMO writes specific CAR M procedures for any of these
paragraphs then these should also be included in this column and the numbering adjusted as necessary.
(The accountable manager's exposition statement should embrace the intent of the following paragraph
and in fact this statement may be used without amendment. Any modification to the statement should
not alter the intent.) This exposition defines the organisation and procedures upon which the Section A,
Subpart G approval of Joe Bloggs under CAR M is based.
These procedures are approved by the undersigned and must be complied with, as applicable; in order to
ensure that all the continuing airworthiness activities including maintenance for aircraft managed by Joe
Bloggs is carried out on time to an approved standard. It is accepted that these procedures do not override
the necessity of complying with any new or amended regulation published by the GCAA from time to time
where these new or amended regulations are in conflict with these procedures.
The GCAA will approve this organisation whilst the GCAA is satisfied that the procedures are being
followed. It is understood that the GCAA reserves the right to suspend, vary or revoke the Section A,
Subpart G continuing airworthiness management approval of the organisation, as applicable, if the GCAA
has evidence that the procedures are not followed and the standards not upheld. In the case of
commercial air transport, suspension or revocation of the approval of the CAR M Subpart G continuing
airworthiness management approval would invalidate the AOC.
a) Accountable manager
(This paragraph should address the duties and responsibilities of the accountable manager as far as CAR
Section A, subpart G is concerned and demonstrate that he has corporate authority for ensuring that all
continuing airworthiness activities can be financed and carried out to the required standard.)
b) Nominated post holder for continuing airworthiness (for commercial air transport)
(This paragraph should:
- Emphasize that the nominated post holder for continuing airworthiness is responsible to ensure that all
maintenance is carried out on time to an approved standard.
- Describe the extent of his authority as regards his CAR M responsibility for continuing airworthiness.
This paragraph is not necessary for organisations not holding an AOC)
0.3 Notification procedure to the GCAA regarding changes to the organisation’s activities / approval /
location / personnel
(This paragraph should explain in which occasion the company should inform the GCAA prior to
incorporating proposed changes; for instance: The accountable manager (or any delegated person such
as the engineering director or the quality manager) will notify to the GCAA any change concerning:
Joe Bloggs will not incorporate such change until the change have been assessed and approved by the
GCAA.)
a) General
(This introductory paragraph should remind that the purpose of a maintenance programme is to provide
maintenance planning instructions necessary for the safe operation of the aircraft.)
b) Content
(This paragraph should explain what is [are] the format[s] of the company's aircraft maintenance
programme[s]. Appendix I to AMC CAR M.302 (a) should be used as a guideline to develop this
paragraph.)
c) Development
(1) Sources
(This paragraph should explain what are the sources [MRB, MPD, Maintenance Manual, etc..] used for
the development of an aircraft maintenance programme.)
(2) Responsibilities
(This paragraph should explain who is responsible for the development of an aircraft maintenance
programme)
(3) Manual amendments
(This paragraph should demonstrate that there is a system for ensuring the continuing validity of the
aircraft maintenance programme. Particularly, it should show how any relevant information is used to
update the aircraft maintenance programme. This should include, as applicable, MRB report revisions,
consequences of modifications, manufacturers and GCAA recommendations, in service experience, and
reliability reports.)
(4) Acceptance by the GCAA
(This paragraph should explain who is responsible for the submission of the maintenance programme to
the GCAA and what the procedure to follow is. This should in particular address the issue of the GCAA
approval for variation to maintenance periods. This may include, if agreed by the GCAA the possibility for
the approved organisation to approve internally certain changes. The paragraph should then specify what
types of changes are concerned and what the approval procedures are.)
(This paragraph should demonstrate that there is a comprehensive system for the management of
airworthiness directives. This paragraph may for instance include the following Sub-paragraphs:)
(This paragraph should set out a procedure for the assessment of the approval status of any major
modification before embodiment. This will include the assessment of the need of a GCAA or design
organisation approval. It should also identify the type of approval required, and the procedure to follow
to have a modification approved by the Authority of design.)
a) Analysis
(This paragraph should explain how the defect reports provided by the contracted maintenance
organisations are processed by the continuing airworthiness management organisation. Analysis should
be conducted in order to give elements to activities such as maintenance programme evolution and non-
mandatory modification policy.)
(This paragraph should set out a procedure to periodically review the activities of the CAR M maintenance
management personnel and how they fulfil their responsibilities to the GCAA, as defined in Part 0.)
2.2 Monitoring That All Maintenance Is Carried Out By An Appropriate Maintenance Organisation
(This paragraph should set out a procedure to periodically review that the GCAA maintenance approval(s)
of the contracted maintenance organisations are relevant for the maintenance being performed on the
operator’s fleet. This may include feedback information from any contracted organisation on any actual
or contemplated amendment, in order to ensure that the maintenance system remains valid and to
anticipate any necessary change in the maintenance agreements.
If necessary, the procedure may be subdivided as follows:
a) Aircraft maintenance
b) Engines
c) Components)
(This paragraph should explain how a maintenance contractor is selected by the continuing airworthiness
management organisation. Selection should not be limited to the verification that the contractor is
appropriately approved for the type of aircraft, but also that the contractor has the industrial capacity to
undertake the required maintenance. This selection procedure should preferably include a contract review
process in order to insure that:
the contract is comprehensive and that no gap or unclear area remains,
everyone involved in the contract [both at the continuing airworthiness management organisation
and at the maintenance contractor] agrees with the terms of the contract and fully understand his
responsibility.
that functional responsibilities of all parties are clearly identified.
the contract is signed by the owner/lessee of the aircraft in the case of non-commercial air
transport. In the case of non commercial air transport, this activity should be carried in agreement with
the owner.)
(This paragraph should set out the procedure when performing a quality audit of an aircraft. It should set
out the differences between an airworthiness review and quality audit. This procedure may include:
- compliance with approved procedures;
- contracted maintenance is carried out in accordance with the contract;
- continued compliance with CAR M
4.1 Recommendations to the GCAA for the issue of airworthiness review certificates
(This paragraph should stipulate the communication procedures with the GCAA in case of a
recommendation for the issuance of an airworthiness review certificate. In addition the content of the
recommendation should be described.)
(This paragraph should describe how records are kept, the periods of record keeping, location where the
records are being stored, access to the records and responsibilities.)
PART 5 APPENDICES
(Please include a list of staff who will be making recommendations to the GCAA for renewal of the
airworthiness review certificate)
5.3 List of sub-contractors as per CAR M.201 (h) 1 and CAR M.711 (a) 3.
(A self explanatory paragraph, in addition it should set out that the list should be periodically
reviewed)
(A self explanatory paragraph, in addition it should set out that the list should be periodically
reviewed)
5.5 Copy of contracts for sub-contracted airworthiness tasks (appendix II to CAR M.201 (h) 1)
S-1.CAMO.125 (Reserved)
S-1.CAMO.130 Changes to the organisation
(a) The following changes to the organisation shall require prior approval:
(1) changes that affect the scope of the certificate or the terms of approval of the
organisation;
(2) changes to the nominated personnel;
(3) changes to the reporting lines between the nominated personnel and the accountable
manager;
(4) the procedure as regards changes not requiring prior approval referred to in point (c).
(b) For any changes requiring prior approval, the organisation shall apply for and obtain an approval
issued by the GCAA. The application shall be submitted before any such change takes place, in
order to enable the GCAA to determine continued compliance with Regulation, if necessary, the
organisation certificate and related terms of approval attached to it. The organisation shall
provide the GCAA with any relevant documentation.
The change shall only be implemented upon receipt of formal approval by the GCAA. The
organisation shall operate under the conditions established by the GCAA during such changes,
as applicable.
(c) All changes not requiring prior approval shall be managed and notified to the GCAA as defined
in the procedure approved by the GCAA.
(a) The application for the amendment of an organisation certificate should be submitted at least
30 working days before the date of the intended changes.
(b) In the case of a planned change of a nominated person, the organisation should inform the GCAA
at least 20 working days before the date of the proposed change.
(c) Unforeseen changes should be notified at the earliest opportunity, in order to enable the GCAA
to determine whether there is continued compliance with the applicable requirements, and to
amend, if necessary, the organisation certificate and related terms of approval.
The organisation should manage the safety risks related to any changes to the organisation in
accordance with AMC1 S-1.CAMO.200(a)(3) point (e). For changes requiring prior approval, it should
conduct a risk assessment and provide it to the GCAA upon request.
Following are some examples of changes that require prior approval by the GCAA (other than covered
by S-1.CAMO.130(a)), as specified in the applicable regulations:
(a) changes to the alternative means of compliance [S-1.CAMO.120(b)]
(b) changes to the CAME procedure for the completion of an airworthiness review under
supervision of the organisation’s authorised airworthiness review staff (ARS) [S-1.CAMO.310(c)]
(c) changes to the procedure to establish and control the competency of personnel [S-
1.CAMO.305(g)]
(d) changes to the system for reporting to the GCAA on the safety performance and regulatory
compliance of the organisation (in the case of an extension beyond 36 months of the oversight
planning cycle)
(e) changes to the procedure for the indirect approval of the maintenance programme of [CAR-
M.302(c)]
S-1.CAMO.135 (Reserved)
S-1.CAMO.140 (Reserved)
S-1.CAMO.150 Findings
(a) After receipt of notification of findings, the organisation shall:
(1) identify the root cause or causes of and contributing factors to the non-compliance;
(2) define a corrective action plan;
(3) demonstrate corrective action implementation to the satisfaction of the GCAA.
(b) Actions referred to in points (a)(1), (a)(2) and (a)(3) shall be performed within the period
agreed with the GCAA.
The action plan defined by the organisation should address the effects of the non-compliance, as well
as its root cause(s) and contributing factor(s).
Depending on the issues, the action plan should address correction/containment of the issue, corrective
action and preventive action.
(a) It is important that the analysis does not primarily focus on establishing who or what caused
the non-compliance, but on why it was caused. Establishing the root cause or causes of a non-
compliance often requires an overarching view of the events and circumstances that led to it,
to identify all the possible systemic and contributing factors (regulatory, human factors (HF),
organisational factors, technical, etc.) in addition to the direct factors.
(b) A narrow focus on single events or failures, or the use of a simple, linear model, such as a fault
tree, to identify the chain of events that led to the non-compliance, may not properly reflect
the complexity of the issue, and therefore there is a risk that important factors that must be
addressed in order to prevent a reoccurrence will be ignored.
Such an inappropriate or partial causal analysis often leads to defining ‘quick fixes’ that only
address the symptoms of the non-conformity. A peer review of the results of the causal analysis
may increase its reliability and objectivity.
(c) A system description of the organisation that considers the organisational structures, processes
and their interfaces, procedures, staff, equipment, facilities and the environment in which the
organisation operates, will support both effective causal (reactive) and hazard (proactive)
analyses.
(1) the organisation may establish an integrated occurrence reporting system covering all
certificate(s) held; and
(2) single reports for occurrences should only be provided if the following conditions are met:
(i) the report includes all relevant information from the perspective of the different
organisation certificates held;
(ii) the report addresses all relevant specific mandatory data fields and clearly identifies all
certificate holders for which the report is made;
(b) The organisation should assign responsibility to one or more suitably qualified persons with clearly
defined authority, for coordinating action on airworthiness occurrences and for initiating any
necessary further investigation and follow-up activity.
(c) If more than one person are assigned such responsibility, the organisation should identify a single
person to act as the main focal point for ensuring a single reporting channel is established with the
accountable manager. This should in particular apply to organisations holding one or more additional
organisation certificates within the scope of CAR where the occurrence reporting system is fully
integrated with that required under the additional certificate(s) held.
(a) AMC-22, Incident Reporting, laydown a list classifying occurrences in civil aviation to be
mandatorily reported. This list should not be understood as being an exhaustive collection of all
issues that may pose a significant risk to aviation safety and therefore reporting should not be
limited to items listed in the AMC-22.
(b) Reserved.
Depending on the case, the ‘organisation responsible for the design of the aircraft’ will be the holder of
a type-certificate, a restricted type-certificate, a supplemental type-certificate, a Technical Standard
Order (TSO) authorisation, an approval for a repair or a change to the type design or any other relevant
approval or authorisation for products, parts and appliances deemed to have been issued under CAR-
21.
(5) documentation of all management system key processes, including a process for making
personnel aware of their responsibilities and the procedure for amending this documentation;
(6) a function to monitor compliance of the organisation with the relevant requirements.
Compliance monitoring shall include a feedback system of findings to the accountable manager
to ensure effective implementation of corrective actions as necessary;
(7) any additional requirements that are laid down in the CAR.
(b) The management system shall correspond to the size of the organisation and the nature and
complexity of its activities, taking into account the hazards and associated risks inherent in these
activities.
(c) Where the organisation holds one or more additional organisation certificates, the management
system may be integrated with that required under the additional certificate(s) held.
(d) Notwithstanding point (c), for CAT Air Operators, the management system provided for in the CAR
shall be an integrated part of the operator’s management system.
This approach is intended to encourage organisations to embed safety management and risk-based
decision-making into all their activities, instead of superimposing another system onto their existing
management system and governance structure. In addition, if the organisation holds multiple
organisation certificates, it may choose to implement a single management system to cover all of its
activities. An integrated management system may not only be used to capture multiple certification
requirements, but also to cover other business management systems such as security, occupational
health and environmental management systems. Integration will remove any duplication and exploit
synergies by managing safety risks across multiple activities. Organisations may determine the best
means to structure their management systems to suit their business and organisational needs.
The core part of the management system framework (S-1.CAMO.200) focuses on what is essential for
safety management, by mandating the organisation to:
(a) clearly define accountabilities and responsibilities;
(b) establish a safety policy and the related safety objectives;
(c) implement safety reporting procedures in line with just culture principles;
(d) ensure the identification of aviation safety hazards entailed by its activities, ensure their evaluation,
and the management of associated risks, including:
(1) taking actions to mitigate the risks;
(2) verifying the effectiveness of the actions taken to mitigate the risks;
(e) monitor compliance, while considering any additional requirements that are applicable to the
organisation;
(f) keep their personnel trained, competent, and informed about significant safety issues; and
(g) document all the key management system processes.
Compared to the CAR-M Subpart G quality system ‘framework’, the new elements that are introduced
in the supplement are, in particular, those addressed under points (b) to (d). Points (c) and (d)(1)
address component 2 ‘Safety Risk Management’ of the ICAO SMS framework. Points (d)(2) and (e)
address component 3 ‘Safety Assurance’ thereof.
S-1.CAMO.200 defines the following as key safety management processes; these are further specified
in the related AMC and GM:
- Hazard identification;
- Safety risk management;
- Internal investigation;
- Safety performance monitoring and measurement;
- Management of change;
- Continuous improvement;
- Immediate safety action and coordination with the aircraft operator’s Emergency Response
Plan (ERP).
It is important to recognise that safety management will be a continuous activity, as hazards, risks and
the effectiveness of safety risk mitigations will change over time.
These key safety management processes are supported by a compliance monitoring function as an
integral part of the management system for safety. Most aviation safety regulations constitute generic
safety risk controls established by the ‘regulator’. Therefore, ensuring effective compliance with the
regulations during daily operations and independent monitoring of compliance are fundamental to any
management system for safety. The compliance monitoring function may, in addition, support the
follow-up of safety risk mitigation actions. Moreover, where non-compliances are identified through
internal audits, the causes will be thoroughly assessed and analysed. Such an analysis in return supports
the risk management process by providing insights into causal and contributing factors, including HF,
organisational factors and the environment in which the organisation operates. In this way, the outputs
of compliance monitoring become some of the various inputs to the safety risk management functions.
On the other hand, the safety risk management processes may be used to determine focus areas for
compliance monitoring. In this way, internal audits will inform the organisation’s management of the
level of compliance within the organisation, whether safety risk mitigation actions have been
implemented, and where corrective or preventive action is required. The combination of safety risk
management and compliance monitoring should lead to an enhanced understanding of the end-to-end
process and the process interfaces, exposing opportunities for increased efficiencies, which are not
limited to safety aspects.
As aviation is a complex system with many organisations and individuals interacting together, the
primary focus of the key safety management processes is on the organisational processes and
procedures, but it also relies on the humans in the system. The organisation and the way in which it
operates can have a significant impact on human performance. Therefore, safety management
necessarily addresses how humans can contribute both positively and negatively to an organisation’s
safety outcomes, recognising that human behaviour is influenced by the organisational environment.
The effectiveness of safety management largely depends on the degree of commitment of the senior
management to create a working environment that optimises human performance and encourages
personnel to actively engage in and contribute to the organisation’s management processes. Similarly,
a positive safety culture relies on a high degree of trust and respect between the personnel and the
management, and it must therefore be created and supported at the senior management level. If the
management does not treat individuals who identify hazards and report adverse events in a consistently
fair and just way, those individuals are unlikely to be willing to communicate safety issues or to work
with the management to effectively address the safety risks. As with trust, a positive safety culture takes
time and effort to establish, and it can be easily lost.
It is further recognised that the introduction of processes for hazard identification and risk assessment,
mitigation and verification of the effectiveness of such mitigation actions will create immediate and
direct costs, while related benefits are sometimes intangible and may take time to materialise. Over
time, an effective management system will not only address the risks of major occurrences, but also
identify and address production inefficiencies, improve communication, foster a better organisation
culture, and lead to more effective control of contractors and suppliers. In addition, through an
improved relationship with the authority, an effective management system may result in a reduced
oversight burden.
Thus, by viewing safety management and the related organisational policies and key processes as items
that are implemented not only to prevent incidents and accidents, but also to meet the organisation’s
strategic objectives, any investment in safety should be seen as an investment in productivity and
organisational success.
(a) The management system should encompass safety by including a safety manager, and a safety
review board in the organisational structure. The functions of the safety manager are those defined
in AMC1 S-1.CAMO.305(a)(4);(a)(5).
(b) Safety review board
(1) The safety review board should be a high-level committee that considers matters of strategic
safety in support of the accountable manager’s safety accountability.
(2) The board should be chaired by the accountable manager and composed of the person or group
of persons nominated under point S-1.CAMO.300(a) and (b).
(3) The safety review board should monitor:
(i) safety performance against the safety policy and objectives;
(ii) that any safety action is taken in a timely manner; and
(iii) the effectiveness of the organisation’s management system processes.
(4) The safety review board may also be tasked with:
(i) reviewing the results of compliance monitoring;
(ii) monitoring the implementation of related corrective and preventive actions.
(c) The safety review board should ensure that appropriate resources are allocated to achieve the
established safety objectives.
(d) The safety manager or another person designated by the safety manager may attend, as appropriate,
safety review board meetings. He or she may communicate to the accountable manager all
information, as necessary, to allow decision-making based on safety data.
(e) Notwithstanding point (a), where justified by the size of the organisation and the nature and
complexity of its activities and subject to a risk assessment and agreement by the GCAA, the
organisation may not need to establish a formal safety review board. In this case, the tasks normally
allocated to the safety review board should be allocated to the safety manager.
(a) Depending on the size of the organisation and the nature and complexity of its activities, a safety
action group may be established as a standing group or as an ad-hoc group to assist, or act on behalf
of the safety manager or the safety review board.
(b) More than one safety action group may be established, depending on the scope of the task and the
specific expertise required.
(c) The safety action group usually reports to, and takes strategic direction from, the safety review
board, and may be composed of managers, supervisors and personnel from operational areas.
(d) The safety action group may be tasked with or assist in:
(1) monitoring safety performance;
(2) defining actions to control risks to an acceptable level;
(3) assessing the impact of organisational changes on safety;
(4) ensuring that safety actions are implemented within agreed timescales;
(5) reviewing the effectiveness of previous safety actions and safety promotion.
In the English language, the notion of accountability is different from the notion of responsibility.
Whereas ‘accountability’ refers to an obligation which cannot be delegated, ‘responsibility’ refers to an
obligation that can be delegated.
(i) to attribute blame or liability to front line staff or other persons for actions, omissions or
decisions taken by them that are commensurate with their experience and training; or
(ii) for any purpose other than the maintenance or improvement of aviation safety.
(c) Senior management should continually promote the safety policy to all personnel, demonstrate its
commitment to it, and provide necessary human and financial resources for its implementation.
(d) Taking due account of its safety policy, the organisation should define safety objectives. The safety
objectives should:
(1) form the basis for safety performance monitoring and measurement;
(2) reflect the organisation’s commitment to maintain or continuously improve the overall
effectiveness of the management system;
(3) be communicated throughout the organisation; and
(4) be periodically reviewed to ensure they remain relevant and appropriate for the organisation.
(2) The levels of management who have the authority to make decisions regarding the tolerability
of safety risks, in accordance with (b)(1)(ii), should be specified.
(c) Internal investigation
(1) In line with its just culture policy, the organisation should define how to investigate incidents
such as errors or near misses, in order to understand not only what happened, but also how it
happened, to prevent or reduce the probability and/or consequence of future recurrences (refer
to AMC1 S-1.CAMO.202).
(2) The scope of internal investigations should extend beyond the scope of the occurrences required
to be reported to the GCAA in accordance with point S-1.CAMO.160, to include the reports
referred to in S-1.CAMO.202(b).
(d) Safety performance monitoring and measurement
(1) Safety performance monitoring and measurement should be the process by which the safety
performance of the organisation is verified in comparison with the safety policy and the safety
objectives.
(2) This process may include, as appropriate to the size, nature and complexity of the organisation:
(i) safety reporting, addressing also the status of compliance with the applicable
requirements;
(ii) safety reviews, including trends reviews, which would be conducted during the
introduction of new products and their components, new equipment/technologies, the
implementation of new or changed procedures, or in situations of organisational changes
that may have an impact on safety;
(iii) safety audits focusing on the integrity of the organisation’s management system, and on
periodically assessing the status of safety risk controls; and
(iv) safety surveys, examining particular elements or procedures in a specific area, such as
problem areas identified, or bottlenecks in daily continuing airworthiness management
activities, perceptions and opinions of management personnel, and areas of dissent or
confusion.
(e) Management of change
The organisation should manage the safety risks related to a change. The management of change
should be a documented process to identify external and internal changes that may have an
adverse effect on the safety of its continuing airworthiness management activities. It should make
use of the organisation’s existing hazard identification, risk assessment and mitigation processes.
(f) Continuous improvement
The organisation should continuously seek to improve its safety performance and the effectiveness
of its management system. Continuous improvement may be achieved through:
(1) audits carried out by external organisations;
(2) assessments, including assessments of the effectiveness of the safety culture and management
system, in particular to assess the effectiveness of the safety risk management processes;
(3) staff surveys, including cultural surveys, that can provide useful feedback on how engaged
personnel are with the management system;
(4) monitoring the recurrence of incidents and occurrences;
(5) evaluation of safety performance indicators and review of all the available safety performance
information; and
(6) identification of lessons learnt.
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(g) Immediate safety action and coordination with the operator’s Emergency Response Plan (ERP)
(1) A procedure should be implemented to enable the organisation to act promptly when it
identifies safety concerns with the potential to have immediate effect on flight safety, including
clear instructions on who to contact at the owner/operator, and how to contact them,
including outside normal business hours. These provisions are without prejudice to the
occurrence reporting required by point S-1.CAMO.160.
(2) If applicable, a procedure should be implemented to enable the organisation to react promptly
if the ERP is triggered by the operator and it requires the support of the CAMO.
affected by the change are engaged, are involved and participate in the process. The magnitude of a
change, its safety criticality, and its potential impact on human performance should be assessed in
any change management process.
(c) The process for the management of change typically provides principles and a structured framework
for managing all aspects of the change. Disciplined application of the management of change can
maximise the effectiveness of the change, engage the staff, and minimise the risks that are inherent
in a change.
(d) The introduction of a change is the trigger for the organisation to perform their hazard identification
and risk management process.
(e) A change may have the potential to introduce new, or to exacerbate pre-existing, HF issues. For
example, changes in computer systems, equipment, technology, personnel changes, including
changes in management personnel, procedures, work organisation, or work processes are likely to
affect performance.
(f) The purpose of integrating HF into the management of change is to minimise potential risks by
specifically considering the impact of the change on the people within a system.
(g) Special consideration, including any HF issues, should be given to the ‘transition period’. In addition,
the activities utilised to manage these issues should be integrated into the change management plan.
(h) Effective management of change should be supported by the following:
(1) Implementation of a process for formal hazard identification/risk assessment for major
operational changes, major organisational changes, changes in key personnel, and changes that
may affect the way continuing airworthiness management is carried out.
(2) Identification of changes that are likely to occur in business which would have a noticeable
impact on:
(i) resources — material and human;
(ii) management direction — policies, processes, procedures, training; and
(iii) management control.
(3) Safety cases/risk assessments that are aviation-safety focused.
(4) Involvement of key stakeholders in the change management process as appropriate.
(i) During the management of change process, previous risk assessments, and existing
hazards are reviewed for possible effect.
(a) The organisation should establish communication about safety matters that:
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(1) ensures that all personnel are aware of the safety management activities, as appropriate, for
their safety responsibilities;
(2) conveys safety-critical information, especially related to assessed risks and analysed hazards;
(3) explains why particular actions are taken; and
(4) explains why safety procedures are introduced or changed.
(b) Regular meetings with personnel at which information, actions, and procedures are discussed, may
be used to communicate safety matters.
(a) The organisation may document its safety policy, safety objectives and all its key management
system processes in a separate manual (e.g. Safety Management Manual or Management System
Manual) or in its CAME (AMC1 S-1.CAMO.300, Part 2 ‘Management system procedures’).
Organisations that hold multiple organisation certificates may prefer to use a separate manual in
order to avoid duplication. That manual or the CAME, depending on the case, should be the key
instrument for communicating the approach to the management system for the whole of the
organisation.
(b) The organisation may also choose to document some of the information that is required to be
documented in separate documents (e.g. policy documents, procedures). In that case, it should
ensure that the manual or the CAME contains adequate references to any document that is kept
separately. Any such documents are to be considered as integral parts of the organisation’s
management system documentation.
(f) All records pertaining to the independent audit and the feedback system should be retained for the
period specified in point S-1.CAMO.220(b) or for such periods as to support changes to the audit
planning cycle in accordance with AMC2 S-1.CAMO.200(a)(6), whichever is the longer.
(a) As part of its management system, the organisation shall establish an internal safety reporting
scheme to enable the collection and evaluation of such occurrences to be reported under point S-
1.CAMO.160.
(b) The scheme shall also enable the collection and evaluation of those errors, near misses, and
hazards reported internally that do not fall under point (a).
(c) Through this scheme, the organisation shall:
(1) identify the causes of and contributing factors to any errors, near misses, and hazards reported
and address them as part of safety risk management in accordance with point (a)(3) of point S-
1.CAMO.200;
(2) ensure evaluation of all known, relevant information relating to errors, the inability to follow
procedures, near misses, and hazards, and a method to circulate the information as necessary.
(d) The organisation shall provide access to its internal safety reporting scheme to any subcontracted
organisation.
(e) The organisation shall cooperate on safety investigations with any other organisation having a
significant contribution to the safety of its own continuing airworthiness management activities.
(a) Regardless of the approval status of the subcontracted organisations, the CAMO is responsible for
ensuring that all subcontracted activities are subject to hazard identification and risk management,
as required by point S-1.CAMO.200(a)(3), and to compliance monitoring, as required by point S-
1.CAMO.200(a)(6).
(b) A CAMO is responsible for identifying hazards that may stem from the existence of complex
operational and maintenance arrangements (such as when multiple organisations are contracted, or
when multiple levels of contracting/subcontracting are included) with due regard to the
organisations’ interfaces (see GM1 S-1.CAMO.200(a)(3)). In addition, the compliance monitoring
function should at least check that the approval of the contracted maintenance organisation(s)
effectively covers the contracted activities, and that it is still valid.
(c) A CAMO is responsible for ensuring that interfaces and communication channels are established with
the contracted maintenance organisation for occurrence reporting. This does not replace the
obligation of the contracted organisation to report to the GCAA in accordance with CAR.
For subcontracted activities, interfaces and communication channels are also needed for the purpose of
the internal safety reporting scheme (S-1.CAMO.202).
S-1.CAMO.215 (Reserved)
S-1.CAMO.220 Record-keeping
(a) Continuing airworthiness management records
(1) The organisation shall ensure that records required by points CAR M.305, CAR ML.305 and, if
applicable point CAR M.306, are retained.
(2) The organisation shall record all details of work carried out.
(3) (Reserved)
(4) (Reserved)
(5) The organisation shall retain a copy of all records referred to in point (a)(2) until 3 years after the
responsibility for the aircraft in accordance with points CAR M.201 or CAR ML.201 has been
permanently transferred to another person or organisation.
(6) Where the organisation terminates its operation, all retained records shall be transferred to the
owner of the aircraft.
(b) Management system, contracting and subcontracting records
(1) The organisation shall ensure that the following records are retained:
(i) records of management system key processes as defined in point S-1.CAMO.200;
(ii) contracts, both for contracting and subcontracting, as defined in point S-1.CAMO.205;
(2) Management system records, as well as any contracts pursuant to point S-1.CAMO.205, shall be
kept for a minimum period of 5 years.
(c) Personnel records
(1) The organisation shall ensure that the following records are retained:
(i) records of qualification and experience of personnel involved in continuing airworthiness
management, compliance monitoring and safety management;
(ii) records of qualification and experience of all airworthiness review staff.
(2) The records of all airworthiness review staff shall include details of any appropriate
qualification held together with a summary of the relevant continuing airworthiness
management experience and training and a copy of the authorisation.
(3) Personnel records shall be kept as long as the person works for the organisation, and shall be
retained until 3 years after the person has left the organisation.
(d) The organisation shall establish a system of record-keeping that allows adequate storage and
reliable traceability of all activities developed.
(e) The format of the records shall be specified in the organisation’s procedures.
(f) Records shall be stored in a manner that ensures protection from damage, alteration and theft.
(a) The record-keeping system should ensure that all records are accessible within a reasonable time
whenever they are needed. These records should be organised in a manner that ensures their
traceability and retrievability throughout the required retention period.
(b) Records should be kept in paper form, or in electronic format, or a combination of the two. Records
that are stored on microfilm or in optical disc formats are also acceptable. The records should
remain legible throughout the required retention period. The retention period starts when the
record is created or was last amended.
(c) Paper systems should use robust materials which can withstand normal handling and filing.
Computer record systems should have at least one backup system, which should be updated within
24 hours of any new entry. Computer record systems should include safeguards to prevent
unauthorised personnel from altering the data.
(d) All computer hardware that is used to ensure the backup of data should be stored in a different
location from the one that contains the working data, and in an environment that ensures that the
data remains in good condition. When hardware or software changes take place, special care
should be taken to ensure that all the necessary data continues to be accessible through at least
the full period specified in the relevant provision. In the absence of any such indications, all records
should be kept for a minimum period of 3 years.
(a) The CAMO should ensure that it always receives a complete certificate of release to service from
the approved maintenance organisation, independent certifying staff and/or from the Pilot-owner
such that the required records can be retained. The system to keep the continuing airworthiness
records should be described in the CAME.
(b) When a CAMO arranges for the relevant maintenance organisation to retain copies of the
continuing airworthiness records on its behalf, it will nevertheless continue to be responsible for
the records under point CAMO.220 relating to the preservation of records. If it ceases to be the
CAMO of the aircraft, it also remains responsible for transferring the records to any other person or
organisation managing continuing airworthiness of the aircraft.
Microfilming or optical storage of 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.
(a) The organisation shall provide the GCAA with a CAME and, where applicable, any referenced
associated manuals and procedures, containing all of the following information:
(1) a statement signed by the accountable manager confirming that the organisation will at all
times work in accordance with CAR M or CAR-ML, as applicable, and with the approved CAME.
When the accountable manager is not the chief executive officer of the organisation, then such
chief executive officer shall countersign the statement;
(2) the organisation’s safety policy as defined in point (a)(2) of point S-1.CAMO.200;
(3) the organisation’s scope of work relevant to the terms of approval;
(4) a general description of the manpower resources and of the system in place to plan the
availability of staff as required by point (d) of point S-1.CAMO.305;
(5) the title(s) and name(s) of person(s) referred to in points (a)(3) to (a)(5), (b)(2) and (f) of point
S-1.CAMO.305;
(6) the duties, accountabilities, responsibilities and authorities of the persons nominated under
points (a)(3) to (a)(5), (b)(2), (e) and (f) of point S-1.CAMO.305;
(7) an organisation chart showing the associated chains of accountability and responsibility
between all the person(s) referred to in points (a)(3) to (a)(5), (b)(2), (e) and (f) of point S-
1.CAMO.305, and related to point (a)(1) of point S-1.CAMO.200;
(8) a list of staff authorised to issue airworthiness review certificates or recommendations referred
to in point (e) of point S-1.CAMO.305;
(9) a general description and location of the facilities;
(10) the description of the internal safety reporting scheme as required by point S-1. CAMO.202;
(11) the procedures specifying how the organisation ensures compliance with CAR M and CAR ML,
as applicable, including in particular:
(i) the documentation of management system key processes as required by point S-
1.CAMO.200;
(ii) procedures defining how the organisation controls any contracted and subcontracted
activities as required by point S-1.CAMO.205 and point (a)(3) of CAR M.711;
(b) The initial issue of the CAME shall be approved by the GCAA. It shall be amended as necessary to
remain an up-to-date description of the organisation.
(c) Amendments to the CAME shall be managed as defined in the procedures referred to in points
(a)(11)(iv) and (a)(11)(v). Any amendments not included in the scope of the procedure referred to
in point (a)(11)(iv), as well as amendments related to the changes listed in point S-1.CAMO.130(a),
shall be approved by the GCAA.
1.1a Use of aircraft continuing airworthiness record system and if applicable, aircraft technical log (ATL)
system
2.7 Immediate safety action and coordination with operator’s Emergency Response Plan (ERP)
2.8.5 Monitoring that all contracted maintenance is carried out in accordance with the contract, including
subcontractors used by the maintenance contractor
4.4 Additional procedures for recommendations to the GCAA for the import of aircraft
4B.3 (Reserved)
5.4 List of contracted maintenance organisations and list of maintenance contracts as per point S-
1.CAMO.300(a)(13)
5.7 List of currently approved alternative means of compliance as per point S-1.CAMO.300(a)(13)
(b) The CAMO should designate the person responsible for monitoring and amending the CAME,
including associated procedure’s manuals, in accordance with point S-1.CAMO.300(c).
(c) The CAMO may use electronic data processing (EDP) for the publication of the CAME. Attention
should be paid to the compatibility of the EDP systems with the necessary dissemination, both
internally and externally, of the CAME.
‘This exposition and any associated referenced manuals define the organisation and procedures upon
which the GCAA’s CAMO approval is based.
These procedures are endorsed by the undersigned and must be complied with, as applicable, in order
to ensure that all continuing airworthiness activities, including maintenance of the aircraft managed,
are carried out on time to an approved standard. 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 approval of the organisation is based on the continuous compliance of the
organisation with S-1.CAMO, CAR-M and CAR-ML, as applicable, and with the organisation’s procedures
described in this exposition. GCAA is entitled to limit, suspend, or revoke the approval certificate if the
organisation fails to fulfil the obligations imposed by S-1.CAMO, CAR-M and CAR-ML, as applicable, or
any conditions according to which the approval was issued.
In the case of air carriers, suspension or revocation of the CAMO certificate will invalidate the AOC.
Signed .....................................
Dated ......................................
3. Whenever the accountable manager is changed, it is important to ensure that the new accountable
manager signs the paragraph 2 statement at the earliest opportunity.
(b) For organisations also approved as CAT Air Operator, the accountable manager shall in addition:
(1) be the person appointed as accountable manager for the air carrier as required by point (a) of
point ORO.GEN.210 of PART-ORO;
(2) nominate a person responsible for the management and supervision of continuing airworthiness,
who shall not be employed by an organisation approved in accordance with CAR-145 under
contract to the operator, unless specifically agreed by the GCAA.
(c) The person or persons nominated in accordance with points (a)(3) to (a)(5) and (b)(2) of point S-
1.CAMO.305 shall be able to demonstrate relevant knowledge, background and satisfactory
experience related to aircraft continuing airworthiness management and demonstrate a working
knowledge of this Regulation. Such person(s) shall be ultimately responsible to the accountable
manager.
(d) The organisation shall have a system in place to plan the availability of staff to ensure that the
organisation has sufficient appropriately qualified staff to plan, perform, supervise, inspect and
monitor the organisation’s activities in accordance with the terms of approval.
(e) To be approved to carry out airworthiness reviews or recommendations, the organisation shall
have airworthiness review staff qualified and authorised in accordance with the requirements in
CAR-M.
(f) (Reserved)
(g) The organisation shall establish and control the competency of personnel involved in compliance
monitoring, safety management, continuing airworthiness management, airworthiness reviews or
recommendations, in accordance with a procedure and to a standard agreed by the GCAA. In
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addition to the necessary expertise related to the job function, competency must include an
understanding of safety management and human factors principles appropriate to the person’s
function and responsibilities in the organisation.
The person or group of persons nominated under point S-1.CAMO.305(a)(3) with the responsibility for
ensuring compliance should represent the management structure of the organisation, and be
responsible for the daily operation of the organisation, for all continuing airworthiness management
functions.
Dependent on the size of the operation and the organisational set-up, the continuing airworthiness
management functions may be divided under individual managers or combined in any number of ways.
The person(s) nominated in accordance with S-1.CAMO.305(a)(3) are responsible, in the day-to-day
continuing airworthiness management activities, for ensuring that the organization personnel work in
accordance with the applicable procedures and regulatory requirements.
These nominated persons should demonstrate a complete understanding of the applicable regulatory
requirements, and ensure that the organisation’s processes and standards accurately reflect the
applicable requirements. It is their role to ensure that compliance is proactively managed, and that any
early warning signs of non-compliance are documented and acted upon.
If more than one person is designated for the development, administration and maintenance of
effective safety management processes, the accountable manager should identify the person who acts
as the unique focal point, i.e. the ‘safety manager’. The functions of the safety manager should be to:
(i) facilitate hazard identification, risk assessment and management;
(ii) monitor the implementation of actions taken to mitigate risks, as listed in the safety action plan,
unless action follow-up is addressed by the compliance monitoring function;
(iii) provide periodic reports on safety performance to the safety review board (the functions of the
safety review board are those defined in AMC1 S-1.CAMO.200(a)(1));
(iv) ensure the maintenance of safety management documentation;
(v) ensure that there is safety training available, and that it meets acceptable standards;
(vi) provide advice on safety matters; and
(vii) ensure the initiation and follow-up of internal occurrence investigations.
If more than one person is designated for the compliance monitoring function, the accountable
manager should identify the person who acts as the unique focal point, i.e. the ‘compliance monitoring
manager’.
(1) The role of the compliance monitoring manager should be to ensure that:
(i) the activities of the organisation are monitored for compliance with the applicable requirements
and any additional requirements as established by the organisation, and that these activities are
carried out properly under the supervision of the nominated persons referred to in points S-
1.CAMO.305(a)(3) to (a)(5).
(ii) any contracted maintenance is monitored for compliance with the contract or work order;
(iii) an audit plan is properly implemented, maintained, and continually reviewed and improved; and
(iv) corrections and corrective actions are requested as necessary.
(c) If the functions related to compliance monitoring or safety management are combined with other
duties, the organisation should ensure this does not result in any conflicts of interest. In particular,
the compliance monitoring function should be independent from the continuing airworthiness
management functions.
(d) If the same person is designated to manage both the compliance monitoring function and safety
management-related processes and tasks, the accountable manager, with regard to his or her
direct accountability for safety, should ensure that sufficient resources are allocated to both
functions, taking into account the size of the organisation, and the nature and complexity of its
activities.
(e) Subject to a risk assessment and/or mitigation actions, and agreement by the GCAA, with due regard
to the size of the organisation and the nature and complexity of its activities, the compliance
monitoring manager role and/or safety manager role may be exercised by the accountable manager,
provided that he or she has demonstrated the related competency as defined in point (b)(2)(ii).
(a) Depending on the size of the organisation and the nature and complexity of its activities, the safety
manager may be assisted by additional safety personnel in performing all the safety management
tasks as defined in AMC1 S-1.CAMO.200(a)(1).
(b) Regardless of the organisational set-up, it is important that the safety manager remains the unique
focal point for the development, administration, and maintenance of the organisation’s safety
management processes.
The above recommendation may be replaced by 5 years of experience in addition to those already
recommended by paragraph (d) above. These 5 years should cover an appropriate combination of
experience in tasks related to aircraft maintenance and/or continuing airworthiness management
and/or surveillance of such tasks;
(f) thorough knowledge of the organisation's CAME;
(g) 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 CAR-66 Appendix III Level 1 General
Familiarisation and could be provided by a CAR-147 organisation, by the manufacturer, or by any
other organisation accepted by the GCAA. ‘Relevant sample’ means that these courses should cover
typical aircraft and aircraft systems that are within the scope of work. For all balloons and any other
aircraft of 2 730 kg MTOM or less, the formalised training courses may be replaced by a
demonstration of the required knowledge by providing documented evidence, or by an assessment
performed by the GCAA. This assessment should be recorded.
(h) knowledge of maintenance methods;
(i) knowledge of the applicable regulations.
(a) 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, nature and complexity of the
organisation (general aviation aircraft, corporate aircraft, number of aircraft and the aircraft types,
complexity of the aircraft and their age and for commercial air transport, route network, line or
charter, ETOPS) and the amount and complexity of maintenance contracting. Consequently, the
number of persons needed, and their qualifications may differ greatly from one organisation to
another and a simple formula covering the whole range of possibilities is not feasible.
(b) To implement a system to plan the availability of staff and to enable the GCAA to accept the
number of persons and their qualifications, the organisation should make an analysis of the tasks to
be performed, the way in which it intends to divide and/or combine these tasks, indicate how it
intends to assign responsibilities and establish the number of man/hours and the qualifications
needed to perform the tasks. This analysis should be kept up to date and reviewed in case of
significant changes to the organisation.
(c) In addition, as part of its management system in accordance with point S-1.CAMO.200, the
organisation should have a procedure to assess and mitigate risks:
(1) when actual staff availability is less than the planned staffing level for any particular work shift
or period;
(2) in case of a temporary increase of the proportion of contracted staff for the purpose of
meeting specific operational needs.
The procedure referred to in point S-1.CAMO.305(g) should require amongst others that technical
support personnel such as, planners, engineers, and technical record staff, supervisors, post-holders,
airworthiness review staff, whether employed or contracted, are assessed for competency before
unsupervised work commences and competency is controlled on a continuous basis.
Competency should be assessed by the evaluation of:
- on-the-job performance and/or testing of knowledge by appropriately qualified personnel;
- records for basic, organisational, and/or product type and differences training; and
- experience records.
Validation of the above could include a confirmation check with the organisation(s) that issued such
document(s). For that purpose, experience/training may be recorded in a document such as a logbook.
As a result of this assessment, an individual’s qualification should determine:
- which level of ongoing supervision would be required and whether unsupervised work could be
permitted;
- whether there is a need for additional training.
A record should be kept of each individual’s qualifications and competency assessment (refer also to
point S-1.CAMO.220(c)). This should include copies of all documents that attest to their qualifications,
such as an authorisation held, as applicable.
For a proper competency assessment of its personnel, the organisation should consider the following:
(a) In accordance with the job function, adequate initial and recurrent training should be provided
and recorded to ensure continued competency so that it is maintained throughout the duration
of the employment/contract.
(b) All staff should be able to demonstrate knowledge of, and compliance with, the CAMO
procedures, as applicable to their duties.
(c) All staff should be able to demonstrate an understanding of safety management principles
including HF, related to their job function and be trained as per AMC3 S-1.CAMO.305(g).
(d) To assist in the assessment of competency and to establish the training needs analysis, job
descriptions are recommended for each job function in the organisation. Job descriptions
should contain sufficient criteria to enable the required competency assessment.
(e) Criteria should allow the assessment to establish that, among other aspects (titles might be
different in each organisation):
(1) Managers are able to properly manage processes, resources and priorities described in
their assigned duties, accountabilities and responsibilities in accordance with the safety
policy and objectives and in compliance with the applicable requirements and procedures.
(2) Maintenance programme engineers are able to interpret source data (norms, data issued
by the holder of a design approval or by the GCAA, etc.) and use them to develop the
aircraft maintenance programme.
(3) Engineering staff are able to interpret source data (norms, data issued by the holder of a
design approval or by the GCAA, etc.) and use them as needed (e.g. to make work cards).
(4) Planners are able to organise maintenance activities in an effective and timely manner.
(5) Compliance monitoring staff are able to monitor compliance with this Regulation and to
identify non-compliances in an effective and timely manner so that the organisation may
remain in compliance with this Regulation.
(6) Staff who have been designated safety management responsibilities are familiar with the
relevant processes in terms of hazard identification, risk management, and the monitoring
of safety performance.
(7) All staff are familiar with the safety policy and the procedures and tools that can be used
for internal safety reporting.
(f) The competency assessment should be based upon the procedure specified in GM1 S-
1.CAMO.305(g).
(a) The organisation should develop a procedure that describes the process for conducting
competency assessment of personnel. The procedure should specify:
(b) Competency may be assessed by having the person work under the supervision of another qualified
person for a sufficient time to arrive at a conclusion. Sufficient time could be as little as a few weeks
if the person is fully exposed to relevant work. The person need not be assessed against the complete
spectrum of their intended duties. If the person has been recruited from another approved CAMO,
it is reasonable to accept a written confirmation from the previous organisation.
(c) All prospective continuing airworthiness management staff should be assessed for their competency
related to their intended duties.
The generic term ‘line managers’ refers to departmental head or person responsible for operational
departments or functional units directly involved in the delivery of the basic continuing airworthiness
management services of the organisation.
(b) Initial safety training should cover all the topics of the training syllabus specified in GM2 S-
1.CAMO.305(g) either as a dedicated course or else integrated within other training. The syllabus
may be adjusted to reflect the particular nature of the organisation. The syllabus may also be
adjusted to suit the particular nature of work for each function within the organisation. Initial safety
training compliant with the organisation’s training standards should be provided to personnel
identified in accordance with point (a) of this AMC within 6 months of joining the organisation, but
temporary staff may need to be trained shortly after joining the organization to cope with the
duration of employment. Personnel being recruited from another organisation, and temporary staff
should be assessed for the need to receive any additional safety training.
(c) The purpose of recurrent safety training is primarily to ensure that staff remain current in terms of
SMS principles and HF, and also to collect feedback on safety and HF issues. Consideration should be
given to involving compliance monitoring staff and key safety management personnel in this training
to provide a consistent presence and facilitate feedback. There should be a procedure to ensure that
feedback is formally reported by the trainers through the internal safety reporting scheme to initiate
action where necessary.
Recurrent safety training should be delivered either as a dedicated course or else integrated within
other training. It should be of an appropriate duration in each 2-year period, in relation to the relevant
compliance monitoring audit findings and other internal/external sources of information available to
the organisation on safety and HF issues.
(d) Safety training may be conducted by the organisation itself, independent trainers, or any training
organisations acceptable to the GCAA.
(a) Adequate initial and recurrent training should be provided and recorded to ensure that staff remain
competent.
(b) Recurrent training should take into account certain information reported through the internal safety
reporting scheme (see point (c)(3) of AMC1 S-1.CAMO.202).
(a) The scope of the safety training and the related training programme will differ significantly
depending on the size and complexity of the organisation. Safety training should reflect the evolving
management system, and the changing roles of the personnel who make it work.
(b) In recognition of this, training should be provided to management and staff at least:
(1) during the initial implementation of safety management processes;
(2) for all new staff or personnel recently allocated to any safety management related task;
(3) on a regular basis to refresh their knowledge and to understand changes to the management
system;
(4) when changes in personnel affect safety management roles, and related accountabilities,
responsibilities, and authorities; and
NOTE: In the context of safety management, the term ‘authority’ is used in relation to the level of
management in the organisation that is necessary to make decisions related to risk tolerability.
(5) when performing dedicated safety functions in domains such as safety risk management,
compliance monitoring, internal investigations.
The training syllabus below identifies the topics and subtopics that should be addressed during the safety
training.
The CAMO may combine, divide, or change the order of any of the subjects in the syllabus to suit its
own needs, as long as all the subjects are covered to a level of detail that is appropriate for the
organisation and its personnel, including the varying level of seniority of that personnel.
Some of the topics may be covered in separate training courses (e.g. health and safety, management,
supervisory skills, etc.) in which case duplication of the training is not necessary.
Where possible, practical illustrations and examples should be used, especially accident and incident
reports.
Topics should be related to existing legislation, where relevant. Topics should be related to existing
guidance/advisory material, where relevant (e.g. ICAO HF Digests and Training Manual).
Topics should be related to continuing airworthiness management and maintenance engineering where
possible; too much unrelated theory should be avoided.
1.2 Statistics
1.3 Incidents
2.1 Justness/Trust
2.3 Adaptability
2.4 Awareness
2.5 Behaviour
2.6 Information
3. Human error
3.3 Violations
4.1 Vision
4.2 Hearing
4.3 Information-processing
4.6 Memory
4.8 Motivation
4.9 Fitness/Health
4.10 Stress
4.12 Fatigue
5.2 Stressors
5.4 Workload
5.7 Illumination
8.1 Responsibility
8.3 Decision-making
9. Professionalism and integrity
9.3 Assertiveness
10. Organisation’s safety programme
The competency of a safety manager should include, but not be limited to, the following:
In accordance with CAR M.302 and CAR ML.302, the CAMO requirement to ‘control’ the AMP includes in
particular:
(i) in the case of aircraft complying with CAR-ML, the approval of the AMP and its amendments;
(ii) in the case of aircraft complying with CAR-M, the presentation of the AMP and its amendments
to the GCAA for approval, unless the approval is covered by an indirect approval procedure in
accordance with CAR M.302(c).
The CAMO managing the continuing airworthiness of the aircraft should establish and work according
to a policy, which assesses non-mandatory information (modification or inspections) related to the
airworthiness of the aircraft. Non-mandatory information refers to service bulletins, service letters and
other information that is produced for the aircraft and its components by an approved design
organisation, the manufacturer or the GCAA.
S-1.CAMO.320 (Reserved)
S-1.CAMO.325 (Reserved)
GM S-1.CAMO.325 (Reserved)