CAR M Issue 2

CAR – M
CONTINUING AIRWORTHINESS REQUIREMENTS
Issue 2, R4, Dated 15th June 2021

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CAR M Issue 2

CONTINUING AIRWORTHINESS REQUIREMENTS

Index
Description
CAR M
Foreword
Record of revision
GENERAL
M.1
M.2 Objective
M.3 Definitions
M.4 Continuing Airworthiness Requirements
M.5 Entry Into Force
SECTION A TECHNICAL REQUIREMENTS
SUBPART A GENERAL
M.A.101 Scope
Subpart B ACCOUNTABILITY
M.A.201 Responsibilities
GM M.A.201 Responsibilities
GM M.A.201(b) Note-2 Responsibilities
GM M.A.201 (e)
AMC M.A.201(e)(2) Responsibilities
GM M.A.201(f) Commercial ATO
GM M.A.201(i), M.A.302(h) and M.A.901(l)
GM M.A.201 (i) Responsibilities
AMC M.A.201(i)(3) Responsibilities
M.A.202 Occurrence Reporting
AMC M.A.202 (a)
AMC M.A.202 (b)
Subpart C CONTINUING AIRWORTHINESS
M.A.301 Continuing Airworthiness Tasks
AMC M.A.301 (1)
AMC M.A.301 (2)
AMC M.A.301 (3)
AMC M.A.301 (4)
AMC M.A.301 (5)

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AMC M.A.301 (7)
M.A.302 Maintenance Programme
AMC M.A.302
GM M.A.302(a) Aircraft maintenance programme
AMC M.A.302 (d)
AMC M.A.302 (e)
AMC M.A.302 (f)
AMC M.A.302 (h)
GM M.A.302(h) Aircraft maintenance programme
AMC M.A.302 (i)
M.A.303 Airworthiness Directives
AMC 303 (2) Airworthiness Directives
M.A.304 Data for Modifications and Repairs
AMC M.A.304
M.A.305 Aircraft Continuing Airworthiness Record System
AMC M.A.305 (d)
AMC M.A.305 (d)4 and AMC M.A.305 (h)
AMC M.A.305 (h)
AMC M.A.305 (h)(6)
M.A.306 Aircraft Technical Log System
AMC M.A.306 (a)
AMC M.A.306 (b)
M.A.307 Transfer of Aircraft Continuing Airworthiness Records
AMC M.A.307 (a)
Subpart D MAINTENANCE STANDARDS
M.A.401 Maintenance Data
AMC M.A.401 (b) Maintenance Data
AMC M.A.401 (c) Maintenance Data
M.A.402 Performance of Maintenance
AMC M.A.402 (a)
GM M.A.402(a) Performance of maintenance
AMC M.A.402(c) Performance of maintenance
AMC M.A.402 (d)

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AMC M.A.402 (e)

AMC M.A.402(f) Performance of maintenance
AMC M.A.402(g) Performance of maintenance
AMC1 M.A.402(h) Performance of maintenance
AMC2 M.A.402(h) Performance of maintenance
GM M.A.402(h) Performance of maintenance
M.A.403 Aircraft defects
AMC M.A.403 (b)
AMC M.A.403 (d)
Subpart E COMPONENTS
M.A.501 Classification and Installation
AMC1 M.A.501 (a)(1)
GM M.A.501 (a)(2)
AMC1 M.A.501 (a)(3)
AMC1 M.A.501 (a)(4)
AMC2 M.A.501 (a)(4)
AMC M.A.501 (a)(5)
GM1 M.A. 501 (b)
GM2 M.A. 501 (b)
M.A.502 Component maintenance
AMC M.A.502
AMC M.A.502 (b ) and (c)
AMC M.A.502 (d )
M.A.503 Service Life Limited Components
M.A.504 Segregation Components
AMC1 M.A.504
GM1 M.A.504
M.A.601 Scope
AMC M.A.601
M.A.602 Application
AMC M.A.602
M.A.603 Extent Of Approval
AMC M.A.603 (a) Extent of approval

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

M.A.604 Maintenance Organisation Manual

AMC M.A.604
M.A.605 Facilities
AMC M.A.605 (a)
AMC M.A.605 (b)
AMC M.A.605 (c)
M.A.606 Personnel Requirements
AMC M.A.606 (a)
AMC M.A.606 (b)
AMC M.A.606 (c)
AMC M.A.606 (d)
AMC M.A.606 (e)
AMC M.A.606 (f)
AMC M.A.606 (h)2
M.A.607 Certifying staff and airworthiness review staff
AMC M.A.607
AMC M.A.607 (c)
M.A.608 Components, Equipment and Tools
AMC M.A.608 (a)
AMC M.A.608 (b)
M.A.609 Maintenance Data
AMC M.A.609
M.A.610 Maintenance Work Orders
AMC M.A.610
M.A.611 Maintenance Standards
M.A.612 Aircraft Certificate of Release to Service
M.A.613 Component Certificate of Release to Service
AMC M.A.613 (a)
M.A.614 Maintenance Records and airworthiness review record.
AMC M.A.614 (a)
AMC M.A.614 (c)

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M.A.615 Privileges of the Organisation
GM M.A.615
GM M.A.615 (a)
AMC M.A. 615 (b)
M.A.616 Organisational Review
AMC M.A.616
M.A.617 Changes to the Approved Maintenance Organisation
AMC M.A.617
M.A.618 Continued Validity of Approval
M.A.619 Findings
M.A.701 Scope
M.A.702 Application
AMC M.A.702
M.A.703 Extent of Approval
M.A.704 Continuing Airworthiness Management Exposition
AMC1 M.A.704
AMC2 M.A.704
AMC M.A.704(a)(2)
M.A.705 Facilities
AMC M.A.705
M.A.706 Personnel Requirements
AMC M.A.706
AMC M.A.706 (a)
AMC M.A.706 (e)
AMC M.A.706 (f)
AMC M.A.706 (i)
AMC M.A.706 (k)
M.A.707 Airworthiness Review Staff
AMC M.A.707 (a)
AMC M.A.707 (a) (1)
AMC M.A.707 (a) (2)
AMC M.A.707 (b)

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AMC M.A.707 (c)
AMC M.A.707 (e)
M.A.708 Continuing Airworthiness Management
GM M.A.708
AMC M.A.708 (b)3
GM M.A.708(b)(4)
AMC1 M.A.708 (c)
AMC2 M.A.708(c)
GM M.A.708(c)
AMC M.A.708(d)
M.A.709 Documentation
AMC M.A.709
GM M.A.709
M.A.710 Airworthiness Review
GM M.A.710
AMC M.A.710 (a)
AMC M.A.710 (b) and (c)
AMC M.A.710 (d)
AMC M.A.710 (e)
AMC M.A.710 (ga)
AMC M.A.710 (h)
M.A.711 Privileges of the Organisation
AMC M.A.711(a)(3)
AMC M.A.711 (b)
M.A.712 Quality System
AMC M.A.712 (a)
AMC M.A.712 (b)
AMC M.A.712 (f)
Changes to Approved Continuing Airworthiness
M.A.713
Organisation
AMC M.A.713
M.A.714 Record-Keeping
AMC M.A.714

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M.A.715 Continued Validity of Approval
M.A.716 Findings
M.A.801 Aircraft Certificate of Release to Service
AMC M.A.801 - Reserved
AMC M.A.801 (b)
AMC M.A.801 (d)
AMC M.A.801 (f)
AMC M.A.801 (g)
AMC M.A.801 (h)
M.A.802 Component Certificate of Release to Service
AMC M.A.802
M.A.803 Pilot-Owner Authorization
AMC M.A.803
M.A.901 Aircraft Airworthiness Review
AMC M.A.901
AMC M.A.901 (a)
AMC M.A.901 (b)
AMC M.A.901 (c) (2) ,(e)(2) and (f)
AMC M.A.901 (d) and (g)
AMC M.A.901 (g)
AMC M.A.901 (j)
AMC M.A.901 (l)1
GM M.A.901 (l)5
GM M.A.901 (l)7
M.A.902 Validity of the Airworthiness Review Certificate
M.A.903 Transfer of Aircraft Registration within India
AMC M.A.903 (a) (1)
AMC M.A.903 (b)
M.A.904 Airworthiness Review of Aircraft Imported into India
AMC M.A.904 (a) (1)
AMC M.A.904 (a) (2)
AMC M.A.904 (b)
M.A.905 Findings

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APPENDICES to CAR M
Appendix I Continuing airworthiness management contract.
Appendix II Authorised Release Certificate - CA Form 1
AMC to Appendix II to CAR-M: Use of CA Form 1 for
Maintenance
GM to Appendix II to CAR-M: Use of CA Form 1 for
Maintenance
Appendix III Airworthiness Review Certificate- CA Form 15
Appendix IV Approval Ratings
Appendix V Maintenance Organisation Approval- CA Form 3
AMC to Appendix V to CAR M Maintenance
Organisation approval Sub part-F
Appendix VI Continuing Airworthiness Management Organisation-
CA Form 14
AMC to Appendix VI to CAR M Continuing
Management Organisation approval approval CAR M
Sub part-G
Appendix VII Complex Maintenance Tasks
AMC to Complex Maintenance Tasks
Appendix VIII Limited Pilot-Owner Maintenance
AMC to Limited Pilot-Owner Maintenance

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APPENDICES to AMCs and GMs

Appendix I to AMC M.A.302 and AMC M.B.301 (b):
Content of the Maintenance Programme
Appendix II to AMC M.A 711 (a) (3): Sub-Contracting of Continuing
Airworthiness Management Tasks
Appendix III to GM M.B 303(d) Key Risk Elements –Refer APM Chapter 3A

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

Appendix V to AMC M.A.704

Continuing Airworthiness Management Organisation Exposition
Appendix VI to AMC M.B 602 (f) - CA Form 6F- Refer APM Chapter 3A
Appendix VII to AMC M.B 702 (f) - CA Form 13-- Refer APM Chapter 3A
Appendix VIII to AMC M.A.616 Organisational Review
Appendix IX to AMC M.A.602 and AMC M.A.702 CA Form 2
Application For CAR M, Subpart F/G Approval
Appendix X to AMC M.B.602 (a) and AMC M.B.702 (a) - CA Form 4
Appendix XI to AMC M.A.708(c) – Contracted Maintenance

Appendix XII to AMC M.A.706(f) - Fuel Tank Safety Training

Appendix XIII to AMC M.A.712(f) Organisational review

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CAR M Issue 2

CAR M

FOREWORD
Rule 50A of the Aircraft Rules 1937 stipulates the conditions necessary for a
Certificate of Airworthiness to remaining in force i.e. to keep the aircraft in a state
of continued airworthiness. This is ensured by issuing certificates of Airworthiness
to an aircraft and subjecting the aircraft to annual airworthiness review certificates
(ARC).

CAR-M specifies certain technical requirements to be complied by organisations

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

It is imperative that owners/operators and lessors/lessees are aware of their

responsibility and accountability of keeping the aircraft in a continuing state of
airworthiness. This CAR lays down the requirements of continuing airworthiness
and which are harmonized with EASA Part M regulation.

The CAR M is applicable to all operators of Indian registered aircraft irrespective

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

CAR-M Revision 0 dated 2nd March 2010 was made effective from 31st July 2010

The CAR M Revision 0 was released after careful consideration of the comments
received on the draft and meetings and workshops held with the aeronautical
industry on the subject.

Rule 133B of the Aircraft Rules 1937 stipulates that organizations engaged in the
managing the continuing airworthiness of aircraft shall be approved.

This CAR provides common technical standards and guidelines for continued
airworthiness of an aircraft and its components and is issued under the provisions
of Rule 133A of the Aircraft Rules 1937.

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RECORD OF REVISIONS
Initial Issue (Revision 0) 31stJuly 2010

This CAR M provides common technical standards and guidelines for continued
airworthiness of aircraft and its components with an effective date of 31st July 2010.

Revision 1 15th February 2015

The Revision-01 to CAR M is being issued to harmonise with regulations of EASA

Part M issued after March 2010.

Salient features of the revision are:

Following are the highlights of the CAR M Revision 01:-

1. The requirements, related AMCs and GMs have been brought together for easy
reference purposes.

2. Subsequent to the above arrangement, the Appendices have also been

separated as “Appendices to CAR M” and “Appendices to AMCs and GMs”.

3. Reference to AME licenses as pre- CAR 66 have been replaced with post CAR
-66 terminologies.

4. Requirements for Critical Design Configuration Control Limitations (CDCCL) and

training guide lines have been introduced.

5. Scope of components maintenance enhanced to include and “Indicating

Recording System”, “Water Ballast” and “Propulsion Augmentation system”.

6. The scope of simple defect rectification, which can be accomplished by flight

crew, has been enhanced to include.

a) Inspection for and removal of de-icing/anti-icing fluid residues.

b) Removal/closure of panels, cowls or covers that is easily accessible but not
requiring the use of special tools.

7. Specific reference to CAR Section 1 Series C Part I for implementation of SMS

M.A 201 K (Management Responsibilities) has been added.

8. New AMC M.A 618 and M.A 715 have been added to provide better clarity about
duration of approval in terms of calendar period.

9. New AMC 1, AMC 2, AMC 3 and GM 1 have been added for M.B 303 (b) Aircraft
Continuing Airworthiness Monitoring (ACAM) to provide more clarity in the scope
of inspection and Key Risk Elements (KREs).

10. Appendix III A to GM 303 (b) on Key Risk Elements (KRE) related to Aircraft
Continuing Airworthiness Monitoring (ACAM) has been incorporated.
11. Appendix XII to AMC on Fuel Tank Safety Training has been added.

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CAR M Issue-2

Salient features of the CAR M Issue-2 are:

1. Harmonise CAR M with the latest regulations of EASA Part M issued till July
2016.

2. M3- Definition of Complex Motor aircraft and Category-2 light aircraft are added
and LSA removed.

3. Existing M.A. 201 and related AMC /GM related to responsibilities are revised
and restructured to provide for outsourcing Continuing Airworthiness
Management function to an appropriately approved CAMO except for scheduled
operator.

4. Responsibilities of operators operating foreign registered aircraft in scheduled

commuter operation incorporated.

5. As a consequences of revisions in M.A. 201, remaining contents are also revised

inline with M.A. 201.

6. M.A 302 and related AMCs and GM are revised. Standard Maintenance
programme for light aircraft below 2000 kgs is provided.

7. M.A. 303 revised to mandate compliance with ADs issued by state of type design
unless otherwise intimated by DGCA. Need for duplicating detailed compliance
statement with regard to DGCA mandatory modification with respect to aircraft,
engine, and propeller eliminated unless, DGCA had issued additional
Airworthiness Directive.

8. M.A. 402 and related AMCs and GMs related to performance of maintenance are
revised restructured to minimise the risk of multiple errors during maintenance.

9. Provision made for acceptance of newly manufactured aircraft components from

the aircraft manufacturer

10. Subpart F related to Maintenance Organisation revised to simplify maintenance

and ARC related issues of light aircraft not involved in commercial operation.
Maintenance facility requirements made more flexible

11. Subpart G (CAMO) and related AMCs / GMs are revised /restructured to align
with changes made in M.A. 201.

12. Subpart I Related AMCs / GMs revised / restructured in line with M.A 201 and to
introduce procedures for ARC review for small aircraft.

13. Appendixes revised in line M.A. 201 guidelines

14. Secton-B DGCA Procedures and related AMCs /GM removed from this CAR and
made of Airworthiness Procedures Manual (Chapter- 3A).

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CAR M Issue 2

CAR M Issue-2 Rev 1 dated 23-6-2017

Salient features of the CAR M Issue-2 are:

1. AMC 304 Amended to replace the reference of AAC 2/2013 to AAC 1 of 2017
2. Para ( d ) in MA 704 Added
3. Para (f) of MA 704 amended

CAR M Issue-2 Rev 2 dated 14th September, 2018

Salient features of the CAR M Issue-2 are:

1. M.A. 201 (f) (2) amended in case of outsource of CAMO function, the operator
shall have CAME in accordance with para 11.2 of CAR Section 8 Series O Part
II.
2. M.A. 302 (f) amended to include requirement of “Maintenance Programme of Single
Engine aeroplane used for Scheduled commuter operations shall also have reliability
programme. Additional requirements are detailed in CAR, Section-8, Series O, Part II,
Appendix ‘B’ is inserted.

CAR M Issue-2 Rev 3 dated 12th June 2020

CAR M Issue-2, R-3 has been prepared to harmonize the EASA Commission
Regulation (EU) 2018/1142 dated 16/08/2018.

The salient changes are as follows-

1. M.A.501 ‘Installation’ is replaced by ‘Classification and Installation’. The

components has been classified into the categories.
2. Existing AMC related to MA 501 i.e. AMC M.A.501 (a), AMC M.A.501 (b), AMC
M.A.501(c) & AMC M.A.501 (d) are deleted.
3. Following new AMC related to MA 501 are added :-
i) AMC1 M.A.501 (a) (1) - CA Form 1 or Equivalent.
ii) AMC1 M.A.501 (a) (3) - ‘Unsalvageable components’.
iii) AMC1 M.A.501 (a) (4) & AMC2 M.A.501 (a) (4) - ‘Standard parts’.
iv) GM1 M.A.501 (a) (2) - ‘Unserviceable components’.
v) AMC M.A.501 (a) (5) – ‘Material’.
vi) GM1 M.A.501 (b) – related to incoming inspection.
vii) GM2 M.A.501 (b) –‘Installation of components”.
4. In point M.A.502, point (d) is replaced.
5. New AMC M.A.502 (d) is added.
6. Point M.A.504 is replaced to provide the requirements for segregation of
components.
7. Existing AMC related to MA 504 i.e AMC M.A.504 (a), AMC M.A.504 (b), AMC
M.A.504(c), AMC M.A.504 (d) 2 & AMC M.A.504 (e) are deleted.
8. New AMC1 M.A.504 - Segregation of components is added.
9. New GM1 M.A.504 - Mutilation of components is added.
10. Minor amendments are in the following points:-
i) M.A.606 (g);
ii) M.A.608, (c);
iii) AMC M.A.802 ;
iv) GM to Appendix II to CAR M;

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CAR M Issue 2

CAR M Issue 2 Rev 4 dated 15th June 2021

CAR M Issue 2 Rev 4 is amended to include UK CAA Form 1 as an acceptable equivalent

document.

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CAR M Issue 2

GENERAL
M.1

For the purpose of this CAR, DGCA shall be the competent authority:

1. for the oversight of the continuing airworthiness of individual aircraft and

the issue of airworthiness review certificates.

2 for the oversight of a maintenance organisation as specified in M.A.

Subpart F.

3. for the oversight of a continuing airworthiness management

organisation as specified in M.A. Subpart G.

4. for the approval of maintenance programmes.

(i) For aircraft registered in India.
(ii) For aircraft used in commercial transport by Indian Operator, if
agreed by State of Registry.

(iii) By derogation from paragraph 4(i), when the continuing

airworthiness of an aircraft not used in commercial air transport is
managed by a continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of CAR-M not
subject to the oversight of the State of registry, and only if agreed with
the State of registry prior to the approval of the maintenance
programme.

M.2 Objective

This CAR 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 India; or

(b) Registered in a foreign country and used by an Indian operator for which
India ensures oversight of operations.

The provisions of this CAR related to commercial air transport are applicable
to licensed air carriers as defined by Rule 134 of the Aircraft Rules 1937.

M.3 Definitions

Within the scope of this CAR, the following definitions shall apply:

(a) ‘aircraft’ means any machine that can derive support in the atmosphere
from the reactions of the air other than reactions of the air against the
earth's surface;

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(b) ‘certifying staff’ means personnel responsible for the release of an
aircraft or a component after maintenance;

(ba) A complex motor powered aircraft means:

(1) An aeroplane:

(i) Above 5700 Kg MTOM, or

(ii) Certificated for more than 19 seated passengers, or
(iii) Certificated for operation with at least 2 pilots, or
(iv) Equipped with turbojet engine(s) or more than 1 turboprop engine.

(2) A helicopter:

(i) Above 3175 Kg MTOM, or

(ii) Certificated for more than 9 seated passengers, or
(iii) Certificated for operation with at least 2 pilots, or

(3) A tilt rotor aircraft.

(c) ‘component’ means any engine, propeller, part or appliance;

(d) ‘continuing airworthiness’ means all of the processes ensuring that, at any
time in its operating life, the aircraft complies with the airworthiness standard
and is in a condition for safe operation;

(e) ‘large aircraft’ means an aircraft, classified as an aeroplane with a maximum

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

(f) ‘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;

(g) ‘Organisation’ means a natural person, a legal person or part of a legal

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

(h) ‘Pre-flight inspection’ means the inspection carried out before flight to ensure
that the aircraft is fit for the intended flight.

(i) For the purpose of this CAR Category 1 “Light Aircraft” means the following
aircrafts

i an aeroplane, sailplane or powered sailplane with a Maximum Take-off

Mass (MTOM) less than 1000 kg that is not classified as complex motor-
powered aircraft;

ii a balloon with a maximum design lifting gas or hot air volume of not more
than 3400 m3 for hot air balloons, 1050 m3 for gas balloons, 300 m3 for
tethered gas balloons;

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iii an airship designed for not more than two occupants and a maximum
design lifting gas or hot air volume of not more than 2500 m 3 for hot air
airships and 1000 m3 for gas airships

(J) For the purpose of this CAR Category 2 “Light Aircraft means the
following aircraft

(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 2 000 kg or less

that is not classified as complex motor-powered aircraft;
(ii) a sailplane or powered sailplane of 2 000 kg MTOM or less;
(ii) a balloon;
(iv) a hot air ship;
(v) a gas airship complying with all of the following characteristics:
— 3 % maximum static heaviness,
— non-vectored thrust (except reverse thrust),
— conventional and simple design of structure, control system and
ballonet system, and
— non-power assisted controls;
(vi) a Very Light Rotorcraft..

M.4 Continuing Airworthiness Requirements

(a) The continuing airworthiness of aircraft and components shall be ensured

in accordance with the provisions of this CAR.

(b) Organisations and personnel involved in the continuing airworthiness of

aircraft and components, including maintenance, shall comply with the
provisions of CAR-M, CAR145 and CAR Sec -2 Series L or CAR 66 as
appropriate.

(c) By derogation from paragraph (a), the continuing airworthiness of aircraft

holding a ferry flight permit shall be ensured on the basis of the specific
continuing airworthiness arrangements as defined in the special flight permit
issued in accordance with CAR Sec-2, Series F Part VII.

M.5 Entry into Force

This CAR entered into force with effect from 31stJuly 2010.

Revision 1 to this CAR is effective from 30th June 2015.

CAR Issue-2 is effective forthwith. Existing aircraft operators and approved

organisations shall demonstrate compliance within six months of publication of
this revision.

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CAR M Issue 2

SECTION-A

TECHNICAL REQUIREMENTS

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CAR M Issue 2

SUBPART A

GENERAL
M.A.101 Scope

This CAR establishes the measures to be taken to ensure that airworthiness of

aircraft is maintained, including its maintenance standard. It also specifies the
conditions to be met by the persons or organizations involved in continuing
airworthiness management of aircraft.

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SUBPART B
ACCOUNTABILITY
M.A.201 Responsibilities
(a) The owner is responsible for the continuing airworthiness of an aircraft
and shall ensure that no flight takes place unless:
1. the aircraft is maintained in an airworthy condition, and;
2. any operational and emergency equipment fitted is correctly installed and
serviceable or clearly identified as unserviceable, and;
3. the airworthiness certificate remains valid, and;
4. the maintenance of aircraft is performed in accordance with the approved
maintenance programme as specified in M.A.302.
(b) When the aircraft is leased, the responsibilities of the owner are
transferred to the lessee if:
1. the lessee is stipulated on the registration document, or;
2. detailed in the leasing contract.

Note1:-When reference is made in this CAR to the ‘owner’, the term

owners/operators covers the owner or the lessee, as applicable.
Note 2:- M.A.201 (b) would include foreign registerd aircraft operated by
Indian Scheduled Commuter Operators.

(c) Any person or organisation performing maintenance shall be

responsible for the tasks performed.
(d) The pilot-in-command or, in the case of air operators certified in accordance
with Schedule XI of aircraft rule 1937 , 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 organization or by CAR 66
certifying staff.

(e) In the case of aircraft used by air operator certified in accordance with
Schedule XI of Aircraft rule 1937, 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;
(2) be approved, as part of its air operator certificate, as a continuing
airworthiness management organisation pursuant to M.A. Subpart G
(CAMO) for the aircraft it operates;
By derogation to the above Scheduled Commuter Operators of non-
complex aircraft and helicopter may contract the Continuing Airworthiness
Management Function to an appropriately approved Organisation while
retaining the responsibility with itself.

22 | P a g e Issue 02 R4, 15th June 2021

 CAR M Issue 2
(3) be approved in accordance with CAR-145 or establish a contract in
accordance with M.A.708(c) with such organisation.
(f) For complex motor-powered aircraft used for commercial specialised
operations, or commercial air transport, or commercial approved training
organisations, 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 an
approved continuing airworthiness management organisation. When the
operator is not continuing airworthiness management organisation approved
itself then the operator shall establish a written contract in accordance with
Appendix I with such an organisation, in such cases, operator shall have
CAME in accordance with para 11.2 of CAR Section 8 Series O Part II; and
(3) the continuing airworthiness management organisation 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 M.A.708(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 an
approved continuing airworthiness management organisation. When the
owner is not continuing airworthiness management organisation approved
itself then the owner shall establish a written contract in accordance with
Appendix I with such an organisation, and
(3) the continuing airworthiness management organisation 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 M.A.708(c) with such organisations

(h) For other than complex motor-powered aircraft, used for commercial
specialised operations, or commercial air transport other than those certified
air operators in accordance with Schedule XI of Aircraft rule 1937, or
commercial approved training organisation, 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 continuing airworthiness management organisation. When the
operator is not continuing airworthiness management organisation
approved itself then the operator shall establish a written contract in
accordance with Appendix I with such an organisation, and

(3) the continuing airworthiness management organisation referred to in point

(2) is approved in accordance with CAR-M Subpart-F or CAR-145 for the
maintenance of the aircraft and components for installation thereon, or it

23 | P a g e Issue 02, R4, 15th June 2021

 CAR M Issue 2
has established a contract in accordance with M.A.708(c) with such
organisations.

(i) For other than complex motor-powered aircraft not included in point (e) or
(h), or used for “limited operations”, the owner is responsible for ensuring
that no flight takes place unless the conditions defined in point
(a) are met. To that end, the owner shall:

(1) contract the tasks associated with continuing airworthiness to an approved

continuing airworthiness management organisation though a written
contract in accordance with Appendix I, which will transfer the responsibility
for the accomplishment of these tasks to the contracted continuing
airworthiness management organisation , or;

(2) manage the continuing airworthiness of the aircraft under its own
responsibility, without contracting an approved continuing airworthiness
management organisation or;

(3) manage the continuing airworthiness of the aircraft under its own
responsibility and establish a limited contract for the development of the
maintenance programme and for processing its approval in accordance with
point M.A.302 with:

— an approved continuing airworthiness management organisation, or

— in the case of Category 2 light aircraft, a CAR-145 or M.A. Subpart F

maintenance organisation. This limited contract transfers the responsibility
for the development and, except in the case where a declaration is issued
by the owner in accordance with M.A. 302(h), processing the approval of
the maintenance programme to the contracted organisation

(j) The owner/operator shall ensure that any person authorised by the DGCA is
granted access to any of its facilities, aircraft or documents related to
its activities, including any subcontracted activities, to determine compliance
with this Part.’;

k) The operator shall establish and follow safety management system as per
CAR Section 1 Series C Part I.

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 CAR M Issue 2

GM M.A.201 Responsibilities

Complex Motor-powered aircraft Other-than-complex motor-

powered aircraft
Is a CAMO Is Is a CAMO Is
required for the maintenance required for maintenance
Select your type of operation and management of by a the by a
your category of aircraft continuing maintenance management maintenance
airworthiness? organisation of continuing organisation
required? airworthiness? required?

Commercia Commercial Air operator Yes, a CAMO is Yes, Yes, a CAMO is Yes,
l Air cerifird in required and it shall maintenance required and it maintenance
operations Transport accordance be part of the AOC by a CAR-145 shall be part of by a CAR45
( CAT ) with Schedule (M.A.201(e)) organisation is the AOC organisation is
XI of Aircraft required (M.A.201(e)) required
rule 1937 (M.A.201(e)) (M.A.201(e))
CAT other than Yes, a CAMO is Yes, Yes, a CAMO is Yes,
Air required maintenance required maintenance
opera (M.A.201(f)) by a CAR-145 (M.A.201(h)) by a Subpart F
tor organisation is or by a CAR-
cerifird required 145
in (M.A.201(f)) organisation is
accordance required
with Schedule (M.A.201(h))
XI of Aircraft
rule 1937
Commercial Commer Yes, a CAMO is Yes, Yes, a CAMO is Yes,
operations cial required maintenance required maintenance
other than specialis (M.A.201(f)) by a CAR-145 (M.A.201(h)) by a Subpart F
CAT ed organisation is or by a CAR-
operatio required 145
ns (M.A.201(f)) organisation is
required
(M.A.201(h))
Commerci Yes, a CAMO is Yes, Yes, a CAMO is Yes,
al training required maintenance required maintenance
organisati (M.A.201(f)) by a CAR-145 (M.A.201(h)) by a Subpart F
ons (ATOs) organisation is or by a CAR-
required 145
(M.A.201(f)) organisation is
required
(M.A.201(h))
Other than commercial operations including Yes, a CAMO is Yes, No, a CAMO is No,
limited operations. required maintenance not required maintenance
(M.A.201(g)) by a CAR-145 (M.A.201(i)) by a Subpart F
organisation is or CAR-145
required organisation is
(M.A.201(g)) not required
(M.A.201(i))

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GM M.A.201 (b) Note 2

In addition to complying with the the requirements of Aviation Authority of the State
of Registry, the Indian Operator shall demonstrate to the DGCA and provide for
inspection of the activities, wherever they may be performed through an
appropriately approved CAMO that the provisions of applicable Aircraft Rules, 1937
and this CAR is being complied either direcly or through an approved alternate
means for which DGCA is not the ‘Authority’ in respect of the aircraft

GM M.A.201 (e) Responsibilities

The performance of ground de-icing and anti-icing activities does not require a
Part-145 maintenance organisation approval. Nevertheless, inspections
required detecting and when necessary, removing de-icing and/or anti-icing fluid
residues are considered maintenance. Such inspections may only be carried out
by suitably authorised personnel

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

1. An air operator certified in accordance with Schedule XI of Aircraft Rules,

1937, only needs to hold a CAMO approval as part of its air operator
certificate (AOC) for the management of the continuing airworthiness of the
aircraft listed on its AOC with the exception of contracting the function to an
appropriately approved CAMO by operators of non-complex aircraft for
scheduled commuter operations. However, if the scheduled commuter
operation is conducted combined with complex motor aircraft or helicopter,
the operator is required to have his won CAMO approval to manage the
Continuing Airworthiness of the Aircraft. The approval to carry out
airworthiness review is optional.

2. CAR-M does not provide for continuing airworthiness management

organisations to be independently approved to perform continuing
airworthiness management tasks on behalf of air operator certified in
accordance with Schedule XI of Aircraft rule 1937. The approval of such
activity is vested in the (AOC).

3. The operator is ultimately responsible and, therefore, accountable for the

airworthiness of its aircraft.’

GM M.A.201 (f) Commercial ATO

Commercial ATO refers to flying training organisation(s) certified in accordance

DGCA regulation which operate aircraft for commercial purposes in order to
provide Flight Crew Licence (FCL) training courses.

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GM M.A.201 (i), M.A.302(h) and M.A.901(l)

Maintenance programme development and approval (for private
aircraft other than complex motor-powered aircraft*)

* This means aircraft for which M.A. 201(e), (f), (g), and (h) do not apply.
The following table provides a summary of the provisions contained in M.A.201(i),
AMC M.A.201(i), and GM M.A.201(i)(3):

OPTION 1 (for OPTION 2 (for private OPTION 3 (for Category 2

private aircraft aircraft other than complex light aircraft not involved in
other than large motor-powered aircraft) commercial operations
complex motor-
powered aircraft)

Development and Performed by the Contracted to a CAMO Contracted to a CAR-145 or

processing of the owner (whether it is done through a M.A. Subpart F maintenance
approval of the full contract for the organisation (see
maintenance continuing airworthiness M.A.201(i)(3))
programme management of the aircraft
or through a limited contract
for the development and
processing of the
maintenance programme)

Approval/Declaratio Direct approval by Direct approval by the DGCA Direct approval by the DGCA
n of the the DGCA or or Indirect approval by the or Declaration by the owner
maintenance Declaration by the contracted CAMO (only for Category 1 Light
programme owner (only for or Declaration by the owner aircraft not involved in
Category 1 Light (only for Category 1 Light commercial operations, see
aircraft not aircraft not involved in M.A.302(h))
involved in commercial operations, see
commercial M.A.302(h))
operations, see
M.A.302(h)

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 CAR M Issue 2

Maintenance Programme content and airworthiness review (for all aircraft)

OPTION 1 (for all aircraft) OPTION 2 (for Category 1 Light aircraft

not involved in commercial operations)

Basic information used for Maintenance data from the Minimum Inspection Programme’ (see
the maintenance Design Approval Holder M.A.302(h)2 and M.A.302(i))
programme (complying with M.A.302(d) (not applicable to airships )
and (e))

Customisation to a Complying with M.A.302(e) Using the template in AMC M.A.302(e)

particular aircraft or Using the template in AMC
registration M.A.302(e) (only for other-
than-complex motor-powered
aircraft)
Approval/Declaration of Direct approval by DGCA Direct approval by DGCA
the maintenance or Indirect approval by or Indirect approval by contracted CAMO
programme contracted CAMO or Declaration by the owner (see
or Declaration by the owner M.A.302(h)) (only for Category 1 Light
(see M.A.302(h)) (only for aircraft not involved in commercial
Category 1 Light aircraft not operations, see M.A.302(h)
involved in commercial
operations, see M.A.302(h))

Performance of DGCA
Airworthiness Review and or CAMO or CAR-145/M.A. Subpart F
issue of reccemendation maintenance organisation (when
for Airworthiness Review combined with annual inspection, see
Certificate M.A.901(l))

GM M.A.201 (i) Aircraft maintenance programme

If an owner decides not to make a contract in accordance with M.A.201( i), the
owner is fully responsible for the proper accomplishment of the corresponding
tasks. 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.
AMC M.A.201 (i) (3) Responsibilities
The limited contract for the development and, when applicable, processing of the
approval of the aircraft maintenance programme should cover the responsibilities
related to M.A. 302(d), M.A. 302(e) and M.A.302(g).
In the case of Category 1 Light aircraft not involved in commercial operations, the
limited contract between the owner and the Continuing airworthiness

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 CAR M Issue 2
management organization /maintenance organisation should cover the following
aspects:
— Whether the maintenance programme will be based on the ‘Minimum
Inspection Programme’ described in M.A. 302(i);
—The obligation for the Continuing airworthiness management organization
/maintenance organisation to develop and propose to the owner a
maintenance programme which:
(i) identifies the owner and the specific aircraft, engine, and propeller (as
applicable);
(ii) includes all mandatory maintenance information and any additional tasks
derived from the evaluation of the recommendations issued by the
Design Approval Holder;
(iii) does not go below the requirements of the Minimum Inspection
Programme; and
(iv) is customised to the particular aircraft type, configuration and
operation, in accordance with M.A.302(h)3.
— Whether the maintenance programme is going to be approved by the
competent authority or the owner is going to issue a declaration for the
maintenance programme.
(i) In the case of approval by the DGCA, whether indirect approval by the
continuing airworthiness management organization is permitted or not.
(ii) In the case of declaration by the owner, a statement in the contract making
clear that the owner assumes full responsibility for any
deviations introduced to the maintenance programme proposed by the
continuing airworthiness management organization /maintenance
organization
M.A.202 Occurrence Reporting

(a) Any person or organisation responsible in accordance with point M.A.201

shall report to DGCA, the organisation responsible for the type design or
supplemental type design and, if applicable, by Airworthiness Authority of the State
of Registry, any identified condition of an aircraft or component which endangers
flight safety.
(b) Reports shall be made in a manner established by DGCA and contain all
pertinent information about the condition known to the person or
organisation.
(c) Where the person or organisation maintaining the aircraft is contracted by
an owner or an operator to carry out maintenance, the person or the
organisation maintaining the aircraft shall also report to the owner, the
operator or the continuing airworthiness management organisation any such
condition affecting the owner's or the operator's aircraft or component.
(d) Reports shall be made as soon as practicable, but in any case within 72
hours of the person or organisation identifying the condition to which the
report relates.

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AMC M.A.202 (a) Occurrence Reporting

Accountable persons or organisations should ensure that the type certificate (TC)
holder receives adequate reports of occurrences for that aircraft type, to enable
it to issue appropriate service instructions and recommendations to all owners or
operators.
Liaison with the TC holder is recommended to establish whether published or
proposed service information will resolve the problem or to obtain a solution to a
particular problem.
An approved continuing airworthiness management or maintenance organisation
should assign responsibility for co-ordinating action on airworthiness
occurrences and for initiating any necessary further investigation and follow-up
activity to a suitably qualified person with clearly defined authority and status.
In respect of maintenance, reporting a condition which endangers flight safety of
the aircraft is normally limited to:

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

structure found during scheduled maintenance of the aircraft or component.
- failure of any emergency system during scheduled testing.

AMC M.A.202 (b) Occurrence Reporting

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

by facsimile.
Each report should contain at least the following information:
- Reporter or organisation’s name and approval reference if applicable,
- Information necessary to identify the subject aircraft and/or component,
- date and time relative to any life or overhaul limitation in terms of flying
hours/ cycles/landings etc. as appropriate,
- details of the occurrence.

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SUBPART C
CONTINUING AIRWORTHINESS
M.A.301 Continuing Airworthiness Tasks
The aircraft continuing airworthiness and the serviceability of both operational
and emergency equipment shall be ensured by:
1. the accomplishment of pre-flight inspections;
2. the rectification in accordance with the data specified in point M.A. 304
and/or point M.A. 401, as applicable, of any defect and damage affecting
safe operation taking into account, the minimum equipment list and
configuration deviation list when applicable;
3. the accomplishment of all maintenance, in accordance with the
M.A.302 aircraft maintenance programme;
4. for all complex motor-powered aircraft or aircraft used by air operator
certified in accordance with Schedule XI of Aircraft rule 1937 the
analysis of the effectiveness of the M.A.302 approved maintenance
programme;
5. the accomplishment of any applicable:
i. airworthiness directive,
ii. operational directive with a continuing airworthiness impact,
iii. continued airworthiness requirement established by DGCA,
iv. measures mandated by DGCA in immediate reaction to a safety
problem;

6. the accomplishment of modifications and repairs in accordance with

M.A.304;

7. for non-mandatory modifications and/or inspections, for all complex motor-

powered aircraft or aircraft used by air operator certified in accordance with
Schedule XI of Aircraft rule 1937 the establishment of an embodiment
policy;

8. Maintenance check flights when necessary.

AMC M.A. 301(1) Continuing Airworthiness Tasks

1. With regard to the pre-flight inspection it is intended to mean all of the actions
necessary to ensure that the aircraft is fit to make the intended flight. These
should typically include but are not necessarily limited to:
a) a walk-around type inspection of the aircraft and its emergency equipment
for condition including, in particular, any obvious signs of wear, damage or
leakage. In addition, the presence of all required equipment including
emergency equipment should be established.
b) an inspection of the aircraft continuing airworthiness record system or the
operators technical log as applicable to ensure that the intended flight is not
30 | P a g e Issue 02 R4, 15th June 2021
 CAR M Issue 2
adversely affected by any outstanding deferred defects and that no
required maintenance action shown in the maintenance statement is
overdue or will become due during the flight.
c) control that consumable fluids, gases etc. uplifted prior to flight are of the
correct specification, free from contamination, and correctly recorded.
d) control that all doors are securely fastened.
e) control that control surface and landing gear locks, pitot/static covers,
restraint devices and engine/aperture blanks have been removed.
f) 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 have been
previously applied on it, there are no fluid residues that could endanger air
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 schedule maintenance inspections / cleanings identified
in the approved maintenance programme.
2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be
considered as part of the pre-flight inspection. The related pre-flight
inspection instructions should address the procedures to determine where
the necessary uplift or inflation results from an abnormal consumption and
possibly requires additional maintenance action by the approved
maintenance organisation or certifying staff as appropriate.

3. In the case of air operator certified in accordance with Schedule XI of Aircraft

rule 1937 the Continuing airworthiness management organization 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
M.A.712. It should be demonstrated to DGCA 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 continuing airworthiness
management exposition.

AMC M.A.301-2 Continuing Airworthiness Tasks

1. The operator should have a system to ensure that all defects affecting the
safe operation of the aircraft are rectified within the limits prescribed by the
approved minimum equipment list (MEL), configuration deviation list (CDL)
or maintenance data as appropriate. Also that such defect rectification
cannot be postponed unless agreed by the operator and in accordance with
a procedure approved by DGCA.

2. When deferring or carrying forward a defect rectification, the cumulative

effect of a number of deferred or carried forward defects on a given aircraft
and any restrictions contained in the MEL should be considered. Whenever
possible, deferred defect rectification should be made known to the
pilot/flight crew prior to their arrival at the aircraft.
31 | P a g e Issue 02, R4, 15th June 2021
 CAR M Issue 2

3. In the case of aircraft used by air operator certified in accordance with

Schedule XI of Aircraft rule 1937 and of complex motor-powered aircraft, a
system of assessmet should be in operation to support the continuing
airworthiness of an aircraft and to provide a continuous analysis of the
effectiveness of the M.A. Subpart G approved continuing airworthiness
management organisation’s 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 is deferred for later
rectification. Carried forward defects are defined as those defects arising
during maintenance which are carried forward for rectification at a later
maintenance input.
d) unscheduled removals and system performance: analyse unscheduled
component removals and the performance of aircraft systems for use as
part of the maintenance programme efficiency.

AMC M.A.301-3 Continuing Airworthiness Tasks

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

AMC M.A.301-4 Continuing Airworthiness Tasks

The Continuing airworthiness management organization, managing the

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

AMC M.A.301(5) Continuing Airworthiness Tasks

Operational directive with a continuing airworthiness impact include operating
rules such as extended twin engine operations(ETOPS)/long range
operations(LROPS),reduced vertical separation minimum(RVSM), MNPS,all
weather operations(AWOPS), RNAV, etc. Any other continued airworthiness
requirement made mandatory by DGCA includes TC related requirements such
32 | P a g e Issue 02 R4, 15th June 2021
 CAR M Issue 2
as: certification maintenance requirements (CMR), certification life limited parts,
airworthiness limitations, fuel tank system airworthiness limitations including
Critical Design Configuration Control Limitations (CDCCL), etc.

AMC M.A.301(7) Continuing Airworthiness Tasks

The Continuing airworthiness management organization, managing the

continuing airworthiness of the aircraft should establish and work according to a
policy, which assesses non-mandatory information related to the airworthiness
of the aircraft. Non mandatory information such as service bulletins, service
letters and other information that is produced for the aircraft and its components
by an approved design organisation, the manufacturer or DGCA.
M.A.302 Aircraft Maintenance Programme

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

aircraft maintenance programme.

(b) The aircraft maintenance programme and any subsequent amendments

shall be approved by DGCA.

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

airworthiness management organisation approved in accordance with
Section A, Subpart G of CAR-M, or when there is a limited contract between
the owner and this organisation in accordance with point M.A.201(e)(3) the
aircraft maintenance programme and its amendments may be approved
through an indirect approval procedure.

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

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

(d) The aircraft maintenance programme must establish compliance

with:

(i) instructions issued by DGCA.

(ii) instructions for continuing airworthiness
- issued by the holders of the type certificate, restricted type-certificate,
supplemental type-certificate, major repair design approval, TSO
authorisation or any other relevant approval issued under CAR 21/EASA
21/FAR 21 and
-

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(iii) additional or alternative instructions proposed by the owner or the
continuing airworthiness management organisation once approved in
accordance with point M.A.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 (g) and only
when subject to direct approval in accordance with point M.A.302(b).

(e) The aircraft maintenance programme shall contain details, including

frequency, of all maintenance to be carried out, including any specific tasks
linked to the type and the specificity of operations.

(f) For complex motor-powered when the maintenance programme is based on

maintenance steering group logic or on condition monitoring, the aircraft
maintenance programme shall include a reliability programme. Maintenance
Programme of Single Engine aeroplane used for Scheduled commuter
operations shall also have reliability programme. Additional requirements are
detailed in CAR, Section-8, Series O, Part II, Appendix B.

(g) The aircraft maintenance programme shall be subject to periodic reviews and
amended accordingly when necessary. These reviews shall ensure that the
programme continues to be valid in light of the operating experience and
instructions from DGCA whilst taking into account new and/or modified
maintenance instructions promulgated by the type certificate and
supplementary type certificate holders and any other organisation that publishes
such data in accordance with CAR 21/EASA 21/FAR 21.
(h) In the case of Category 1 light aircraft not involved in commercial
operations, compliance with points (b), (c), (d), (e), and (g) may be replaced
by compliance with all the following conditions:
1. The aircraft maintenance programme shall clearly identify the owner and
the specific aircraft to which it refers, including any installed engineand
propeller.
2. The aircraft maintenance programme shall either:
— comply with the “Minimum Inspection Programme”, contained in
point (i), corresponding to the particular aircraft, or
— comply with points (d) and (e).
The maintenance programme shall not be less restrictive than the
“Minimum Inspection Programme”.
3. The aircraft maintenance programme shall include all the mandatory
continuing airworthiness requirements, such as repetitive Airworthiness
Directives, the Airworthiness Limitation Section (ALS) of the Instructions for
Continued Airworthiness (ICA) or specific maintenance requirements
contained in the Type Certificate Data Sheet (TCDS).
In addition, the aircraft maintenance programme shall identify any additional
maintenance tasks to be performed because of the specific aircraft type,
aircraft configuration and type and specificity of operation. The following
elements shall be taken into consideration as a minimum:

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— Specific installed equipment and modifications of the aircraft.
— Repairs incorporated in the aircraft.
— Life Limited components and flight safety critical components.
— Maintenance recommendations, such as Time Between Overhaul (TBO)
intervals, recommended through service bulletins, service letters, and
other non-mandatory service information.
— Applicable operational directives/requirements related to the periodic
inspection of certain equipment.
— Special operational approvals.
— Use of the aircraft and operational environment.
— Pilot-owner maintenance (if applicable).
4. If the maintenance programme is not approved by the DGCA (directly or by
the M.A. Subpart G organisation via an indirect approval procedure), the
aircraft maintenance programme shall contain a signed statement where the
owner declares that this is the aircraft maintenance programme for the
particular aircraft registration and he/she declares to be fully responsible for
its content and, in particular, for any deviations introduced as regards the
Design Approval Holder recommendations.
5. The aircraft maintenance programme shall be reviewed at least annually. This
review of the maintenance programme shall be performed either:
— by the person who performs the airworthiness review of the aircraft in
accordance with point M. A.710(ga), or
— by the M.A. Subpart G organisation managing the continuing
airworthiness of the aircraft in those cases where the review of the
maintenance programme is not performed in conjunction with an
airworthiness review.
If the review shows discrepancies on the aircraft linked to deficiencies in the
content of the maintenance programme, the person performing the review shall
inform the DGCA and the owner shall amend the maintenance programme as
agreed with DGCA.
(i) In the case of Category 1 light aircraft other than airships, not involved in
commercial operations, the “Minimum Inspection Programme” referred to in
point (h) shall comply with the following conditions:
1. It shall contain the following inspection intervals:
— For Category 1 light aeroplanes and Category 1 Touring Motor Gliders
(TMG), every annual or 100 h interval, whichever comes first? A tolerance of
1 month or 10 h may be applied to that interval as long as the next interval is
calculated from the date or hours originally scheduled.
— For Category 1 sailplanes, Category 1 light powered sailplanes other than
TMG and Category 1 balloons, every annual interval. A tolerance of 1 month
may be applied to that interval as long as the next interval is calculated from
the date originally scheduled.
2. It shall contain the following:

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—Servicing tasks as required by the Design Approval Holder's
requirements.
— Inspection of markings.
— Review of weighing records and weighing in accordance with CAR
Section -2 Series X
— Operational test of transponder (if existing).
— Operational test of the pitot-static system.
— In the case of Category 1 light aeroplanes:
— Operational checks for power and rpm, magnetos, fuel and oil pressure,
engine temperatures.
— For engines equipped with automated engine control, the published run-
up procedure.
— For dry-sump engines, engines with turbochargers and liquid-cooled
engines, an operational check for signs of disturbed fluid circulation.
— Inspection of the condition and attachment of the structural items,
systems and components corresponding to the following areas:
— For Category 1 light aeroplanes
— Airframe
— Cabin and cockpit
— Landing gear
— Wing and centre section
— Flight controls
— Empennage
— Avionics and electrics
— Powerplant
— Clutches and gearboxes
— Propeller
— Miscellaneous systems such as the ballistic rescue system
— For Category 1 light sailplanes and Category 1 powered sailplanes:
— Airframe
— Cabin and cockpit
— Landing gear
— Wing and centre section
— Empennage
— Avionics and electrics
— Powerplant (when applicable)
— Miscellaneous systems such as removable ballast, drag chute and
controls, and water ballast system
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— For Category 1 hot-air balloons:
— Envelope
— Burner
— Basket
— Fuel containers
— Equipment and instruments
— For Category 1 gas balloons:
— Envelope
— Basket
— Equipment and instruments Until such time as this Regulation specifies a
“Minimum Inspection Programme” for airships, their maintenance programme
shall comply with points (d) and (e)
AMC M.A.302 Aircraft Maintenance Programme
1. The term “maintenance programme” is intended to include scheduled
maintenance tasks the associated procedures and standard maintenance
practices. The term “maintenance schedule” is intended to embrace the
scheduled maintenance tasks alone.
2. The aircraft should only be maintained to one approved maintenance
programme at a given point in time. Where an owner or operator wishes to
change from one approved programme to other, a transfer check or
inspection may need to be performed in order to implement the change.
3. The maintenance programme details should be reviewed at least annually.
As a minimum revisions of documents affecting the programme basis need
to be considered by the owner or operator for inclusion in the maintenance
programme during the annual review. Applicable mandatory requirements for
compliance with CAR 21 should be incorporated into the aircraft maintenance
programme as soon as possible
4. The aircraft maintenance programme should contain a preface which will
define the maintenance programme contents, the inspection standards to be
applied, permitted variations to task frequencies and where applicable, any
procedure to manage the evolution of established check or inspection
intervals.
Appendix I to AMC M.A.302 provides detailed information on the contents of
an approved aircraft maintenance programme.
5. Repetitive maintenance tasks derived from modifications and repairs should
be incorporated into the approved maintenance programme.

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

A maintenance programme may indicate that it applies to several aircraft
registrations as long as the maintenance programme clearly identifies the
effectivity of the tasks and procedures that are not applicable to all of the listed
registrations

AMC M.A.302 (d) Maintenance Programme Compliance

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1. An owner or operator’s maintenance programme should normally be based
upon the maintenance review board (MRB) report where applicable, the
maintenance planning document (MPD), the relevant chapters of the
maintenance manual or any other maintenance data containing information on
scheduling. Furthermore, an owner or operator’s maintenance programme
should also take into account any maintenance data containing information on
scheduling for components.
2. Instructions issued by DGCA can encompass all types of instructions from a
specific task for a particular aircraft to complete recommended maintenance
schedules for certain aircraft types that can be used by the owner/operator
directly.These instructions may be issued by the DGCA in the following cases:
 in the absence of specific recommendations of the Type Certificate
Holder.
 to provide alternate instructions to those described in the subparagraph
1 above, with the objective of providing flexibility to the operator.
3. Where an aircraft type has been subjected to the MRB report process, an
operator should normally develop the initial operator’s aircraft maintenance
programme based upon the MRB report.
4. Where an aircraft is maintained in accordance with an aircraft maintenance
programme based upon the MRB report process, any associated programme
for the continuous surveillance of the reliability, or health monitoring of the
aircraft should be considered as part of the aircraft maintenance programme.
5. Aircraft maintenance programmes for aircraft types subjected to the MRB
report process should contain identification cross reference to the MRB report
tasks such that it is always possible to relate such tasks to the current approved
aircraft maintenance programme. This does not prevent the approved aircraft
maintenance programme from being developed in the light of service
experience to beyond the MRB report recommendations but will show the
relationship to such recommendations
6. Some approved aircraft maintenance programmes, not developed from the
MRB process, utilise reliability programmes. Such reliability programmes
should be considered as a part of the approved maintenance programme.
7. Alternate and/or additional instructions to those defined in paragraphs
M.A.302(d)(i) and (ii), proposed by the owner or the operator, may include but
are not limited to the following:
• Escalation of the interval for certain tasks based on reliability data or other
supporting information. Appendix I recommends that the maintenance
programme contains the corresponding escalation procedures. The
escalation of these tasks is directly approved by the DGCA, except in the
case of ALIs (Airworthiness Limitations). .
• 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.

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AMC M.A.302(e) Aircraft maintenance programme
Except for complex motor-powered aircraft, the aircraft maintenance
programme may take the format of the following standard template:

Aircraft Maintenance Programme (for aircraft other than ‘complex motor-powered aircraft’)

Aircraft identification

1 Registration(s): Type: Serial No (s):

Basis for the Maintenance Programme

2 This Aircraft Maintenance Programme complies with (tick one option):

M.A.302(b), (c), (d), (e) and (g) (Complete section 3 below), or

M.A.302(h) (Only possible for Category 1 light aircraft not used in commercial operations)

For Aircraft Maintenance Programmes complying with M.A.302(h) (see above) the following data is used (tick one
option):

Design Approval Holder Maintenance Data (Complete section 3 below), or

Minimum Inspection Programme as detailed in the latest revision of AMC M.A.302(i) , or

Other Minimum Inspection Programme complying with M.A.302(i) (List the tasks in Appendix A to this Aircraft
Maintenance Programme)

Design Approval Holder Maintenance Data (not applicable if using Minimum Inspection Programmes)

3 Equipment manufacturer and type Applicable maintenance data reference (at latest revision)

For aircraft other than balloons

3a Aircraft
(other than
balloons)

3b Engine (if
applicable)

3c Propeller (if
applicable)

For balloons

3d Envelope
(only for
balloons)

3e Basket(s)
(only for
balloons)

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3f Burner(s)
(only for
balloons)

3g Fuel
cylinders
(only for
balloons)

Additional maintenance requirements not covered above (applicable to all Aircraft Maintenance Programmes, regardless
of whether they are based on Design Approval Holder Data or Minimum Inspection Programmes)

Indicate if any of the following additional maintenance requirements are applicable (when Yes No
replying ‘YES’, list the specific requirements in Appendix B to this Aircraft Maintenance
Programme)

Maintenance related to specific equipment and modifications

Maintenance related to repairs implemented in the aircraft

4
Maintenance related to life-limited components

Maintenance related to Mandatory Continuing Airworthiness Information (ALIs, CMRs, specific

requirements in the Type Certificate Data Sheet (TCDS), etc.)

Maintenance related to repetitive Airworthiness Directives

Maintenance related to specific operational/airspace directives/requirements (altimeter,

compass, transponder, etc.)

Maintenance related to the type of operation or to operational approvals such as Reduced

Vertical Separation Minima (RVSM), Minimum Navigation Performance Specification (MNPS),
Basic Area Navigation (B-NAV).

5 Indicate if there are any specific maintenance recommendations made in Service Bulletins, Yes No
Service Letters, etc, that are applicable (when replying ‘YES’, list all the specific
recommendations and any deviations in Appendix B to this Aircraft Maintenance Programme)

Pilot-owner maintenance (only for privately operated non-complex motor-powered aircraft of 2 730 kg MTOM and below,
sailplanes, powered-sailplanes and balloons)

Does the Pilot-owner perform Pilot-owner maintenance (ref. CAR-M, M.A.803)? Yes No

6 If yes, enter the name of the pilot-owner(s) or the alternative procedure described in
AMC M.A.803 point 3:

Pilot-owner name: Licence Number:

Signature: Date:

If yes, list in Appendix B to this Aircraft Maintenance Programme the deviations to the list of
Pilot-owner maintenance tasks contained in the AMC to Appendix VIII to CAR-M (tasks which
are not performed by the Pilot-owner and additional tasks performed)

Record of periodic reviews of the Aircraft Maintenance Programme (in accordance with M.A.302(g) or M.A.302(h)5, as
applicable)

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Describe whether the review has resulted or not in changes to the Date and signature
Aircraft Maintenance Programme (any changes introduced will be
7 described in field 8 below)

Revision control of the Aircraft Maintenance Programme

Rev. No Content of revision Date and signature

Approval/Declaration of the Maintenance Programme (select the appropriate option)

9 Declaration by owner: Approval by contracted CAMO (only Approval by Competent Authority:

under ‘indirect approval procedure’
approved by the competent
authority responsible for the
Aircraft Maintenance Programme):

‘I hereby declare that this is the Approval Reference No of the Competent Authority:
maintenance programme CAMO:
applicable to the aircraft
referred to in field 1 and I am
fully responsible for its content
and, in particular, for any
deviations from the Design Signature/Name/Date:
Approval Holder’s Signature/Name/Date:
recommendations’
Signature/Name/Date:

Certification statement

10 ‘I will ensure that the aircraft is maintained in accordance with this maintenance programme and that the maintenance
programme will be reviewed and updated as required’

Signed by the person/organisation responsible for the continuing airworthiness of the aircraft according to M.A.201:

Owner - Lessee - CAMO

Name of owner/lessee or CAMO approval number:

Address:

Telephone/fax:

E-mail:

Signature/Date:

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11 Appendices attached:

—Appendix A YES NO

—Appendix B YES NO

Appendix A ‘Minimum Inspection Programme’ (only applicable if a Minimum Inspection Programme different from the
one described in AMC M.A.302(i) is used) (see Section 2 above)

Detail the tasks and inspections contained in the Minimum Inspection Programme being used.

Appendix B ‘Additional Maintenance Requirements’ and ‘Pilot-owner maintenance’ (include only if applicable) (see Sections 4,
5 and 6 above)

Task Description References Interval

Maintenance related to specific equipment and modifications

Maintenance related to repairs implemented in the aircraft

Maintenance related to life-limited components

Maintenance related to Mandatory Continuing Airworthiness Instructions (ALIs, CMRs, specific requirements in the TCDS, etc.)

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Maintenance related to repetitive Airworthiness Directives

Maintenance related to specific operational/airspace directives/requirements (altimeter, compass, transponder, etc.)

Maintenance related to the type of operation or operational approvals

Task Description Recommended Indicate: Alternative inspection/task (if Amended interval (if
interval adopted with deviations) adopted with deviations)
‘Adopted’, or
‘Not adopted’, or
‘Adopted with
deviations’

Maintenance recommendations contained in Service Bulletins, Service Letters, etc.

NOTE : List all the applicable maintenance recommendations, even those for which it has been decided not to accomplish the
task or to accomplish it with deviations.

Task Description (Pilot-owner maintenance)

Pilot-owner maintenance tasks contained in AMC to Appendix VIII to CAR-M which are not performed by the Pilot-owner

Pilot-owner maintenance tasks performed by the Pilot-owner additional to those contained in AMC to Appendix VIII to CAR-M

AMC M.A.302 (f) Maintenance Programme – Reliability Programmes

1. Reliability programmes should be developed for aircraft maintenance
programmes based upon maintenance steering group (MSG) logic or those
that include condition monitored components or that do not contain overhaul

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time periods for all significant system components.
2. Reliability programmes need not be developed for aircraft not considered
complex motor-powered aircraft or that contain overhaul time periods for all
significant aircraft system components.
3. The purpose of a reliability programme is to ensure that the aircraft
maintenance programme tasks are effective and their periodicity is adequate.
4. The reliability programme may result in the escalation or deletion of a
maintenance task, as well as the de-escalation or addition of a maintenance
task.
5. A reliability programme provides an appropriate means of monitoring the
effectiveness of the maintenance programme.
6. Appendix I to AMC M.A.302 and M.B.301 (d) gives further guidance.

AMC M.A.302 (h) Aircraft maintenance programme

NOTE: This AMC is applicable to those Category 1 light aircraft not involved in
commercial operations for which the owner has elected to apply the provisions of
M.A.302 (h).

1. The aircraft should only be maintained according to one maintenance

programme at a given point in time. Where an owner wishes to change from
one programme to another because of a change in the type of operation, a
transfer check or inspection may need to be performed to implement the
change.
2. The maintenance programme may take the format of the standard template
provided in AMC M.A.302 (e).
3. During the annual review of the maintenance programme, the following should
be taken into consideration
— The results of the maintenance performed during that year, which may reveal
that the current maintenance programme is not adequate.

— The results of the airworthiness review performed on the aircraft, which may
reveal that the current maintenance programme is not adequate.

— Revisions introduced in the documents affecting the programme basis, such

as the M.A.302 (i) ‘Minimum Inspection Programme’ or the Design Approval
Holder data.

— Applicable mandatory requirements for compliance with Part-21, such as

Airworthiness Directives, Airworthiness Limitations, Certification Maintenance
Requirements and specific maintenance requirements contained in the TCDS.

For the purpose of reviewing the results of the maintenance performed during
that year, the airworthiness review staff should request the owner/ continuing

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airworthiness management organization to provide the records of all the
maintenance performed during that year, including unscheduled maintenance.

When reviewing the results of the maintenance performed during that year and
the results of the airworthiness review, attention should be paid as to whether the
defects found may have been prevented by introducing in the maintenance
programme certain recommendations from the Design Approval Holder which
were initially disregarded by the owner.

GM M.A.302 (h) Aircraft maintenance programme

Responsibilities associated to maintenance programmes developed in

accordance with M.A.302 (h):

— If the owner has contracted an organisation in accordance with .A.201 (i)(1) or

M.A.201(i)(3) (whether it covers the full continuing Airworthinessanagement or it
is just for the development of the maintenance programme), this organisation is
responsible for developing and proposing to the owner a maintenance
programme which:

 indicates whether the maintenance programme is based on the ‘Minimum

Inspection Programme’ described in M.A.302(i);
 identifies the owner and the specific aircraft, engine, and propeller (as
applicable);
 includes all mandatory maintenance information and any additional tasks
derived from the assessment of the recommendations issued by the Design
Approval Holder;
 justifies any deviations from the recommendations issued by the Design
Approval Holder;
 does not go below the requirements of the Minimum Inspection
Programme; and
 is customised to the particular aircraft type, configuration and
operation, in accordance with paragraph M.A.302(h)3.

If the maintenance programme is going to be approved by the DGCA, DGCA is

responsible for evaluating the justifications provided in relation to deviations from
the recommendations issued by the Design Approval Holder.

However, when issuing a declaration for the maintenance programme, the owner
assumes full responsibility for any deviations introduced to the maintenance
programme proposed by the contracted organisation. The organisation which
developed the maintenance programme is not responsible for such deviations.
These deviations do not need to be justified by the owner.

— If the owner has not contracted an organisation in accordance with M.A.201

(i) (2) and has decided to develop the maintenance programme himself/herself,
when issuing a declaration for the maintenance programme, the owner assumes
full responsibility for its content, including any deviations introduced to the
recommendations issued by the Design Approval Holder. In this case, these
deviations do not need to be justified. However, the maintenance programme

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still needs to comply with the requirements contained in M.A.302(h), in particular
with the obligation to not go below the requirements of the ‘Minimum Inspection
Programme’ and to comply with the mandatory continuing airworthiness
information.

If the maintenance programme is going to be approved by the DGCA, the owner

needs to provide to DGCA, the justification for the deviations from the Design
Approval Holder recommendations.

— The content of the declared (by the owner) maintenance programme cannot
be initially challenged either by the DGCA, the contracted CAMO, or the
contracted maintenance organisation. This declared maintenance programme is
the basis for adequate planning of maintenance as well as for the airworthiness
reviews and the content of the Aircraft Continuing Airworthiness Monitoring
(ACAM) inspections in accordance with M.B.303. Nevertheless, the maintenance
programme will be subject to periodic reviews at the occasion of the airworthiness
review and the DGCA shall be notified in case of discrepancies linked to
deficiencies in the content of the maintenance programme, as described in
M.A.302(h)5, M.A.710(ga), M.A.710(h), M.A.901(l)5, and M.A.901(l)7. The owner
shall amend the maintenance programme accordingly as required by M.A.302
(h)5.

— When the DGCA is notified of deficiencies linked to the content of the declared
maintenance programme for a particular aircraft, the DGCA should contact the
owner, request a copy of the maintenance programme (if it was declared) and
use the information received for the adequate planning of the ACAM programme.
Based on the reported deficiencies and the risks identified, the DGCA will adapt
the ACAM programme accordingly. This notification will also allow that the DGCA
agrees on the changes required to the maintenance programme as required by
M.A.302 (h) 5.

— Although there is no requirement for the owner to send a copy of the declared
maintenance programme to the DGCA, this does not prevent the DGCA from
requesting a copy to the owner at any time, even if deficiencies have not been
reported.

—Since the maintenance programme has to identify the deviations introduced to

the recommendations issued by the Design Approval Holder, the airworthiness
reviews and ACAM inspections should place emphasis on the inspection of those
areas affected by those deviations in order to make sure that the maintenance
programme is effective.

— Since the DGCA is not responsible for the content of a declared maintenance
programme, the DGCA cannot authorise deviations from its content. In such
case, the owner can always declare an amended maintenance programme

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AMC M.A.302(i) Aircraft maintenance programme

This AMC contains an acceptable ‘Minimum Inspection Programme’ for the

following categories of Category 1 aircraft not involved in commercial operations:
— Category 1 aeroplanes;
— Category 1 sailplanes and Category 1 powered sailplanes; and
— Category 1 hot-air balloons.

Although this AMC does not contain an acceptable ‘Minimum Inspection

Programme’ for gas balloons, the use of a ‘Minimum Inspection Programme’ is
still possible as long as it complies with the requirements established in
M.A.302 (i).

The ‘Minimum Inspection Programmes’ defined in this AMC already comply with
the requirements established in M.A.302(i) and may be used in order to define
the basic information for the maintenance programme as required by
M.A.302(h)2. However, the maintenance programme must be customised as
required by M.A.302 (h)3, which may be done by using the standard template
contained in AMC M.A.302(e).

It must be noted that using the ‘1-month’ tolerance permitted by M.A.302(i)1 for
the annual inspection may result in an expired ARC.

Minimum Inspection Programme for Category 1 aeroplanes not involved in

commercial operations
To be performed every annual/100 h interval, whichever comes first.

A tolerance of one month or 10 h may be applied. However, the next interval shall
be calculated from the date/hours originally scheduled (without the tolerance).
Note 1: Use the manufacturer’s maintenance manual to accomplish each
task/inspection.
Note 2: Proper operation of backup or secondary systems and components
should be included for every instance where a check is performed for
improper installation/operation.

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Category 1 light aeroplanes not involved in commercial operations

System/component/area Task & Inspection detail

GENERAL

General Remove or open all necessary inspection plates, access doors, fairings, and cowlings.
Clean the aircraft and aircraft engine as required.

Lubrication/servicing Lubricate and replenish fluids in accordance with the manufacturer’s requirements.

Markings Check that side and under-wing registration markings are correct. If applicable, check that
an exemption for alternate display is approved. Identification plate for National Aviation
Authority registered aircraft is present. Other identification markings on fuselage are in
accordance with CAR Section-2 Series F part-I.

Review weighing record to establish accuracy against installed equipment.

Weighing
Weigh the aircraft as required by the CAR Section-2 Series X part-II.
AIRFRAME

Fabric and skin Inspect for deterioration, distortion, other evidence of failure, and defective or insecure
attachment of fittings.

NOTE: When checking composite structures, check for signs of impact or pressure
damage that may indicate underlying damage.

Fuselage structure Check frames, formers, tubular structure, braces, and attachments. Inspect for signs of
corrosion.

Systems and components Inspect for improper installation, apparent defects, and unsatisfactory operation.

Pitot/static system Inspect for security, damage, cleanliness, and condition. Drain any water from
condensation drains.

General Inspect for lack of cleanliness and loose equipment that might foul the controls.
Inspect for condition of moving parts and wear.
Tow hooks

Check service life.

Carry out operational test.

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CABIN AND COCKPIT

Seats, safety belts and Inspect for poor condition and apparent defects.
harnesses

Check for service life.

Windows, canopies and Inspect for deterioration and damage, and for function of emergency jettison.
windshields

Instrument panel Inspect for poor condition, mounting, marking, and (where practicable) improper
assemblies operation.

Check markings of instruments in accordance with the Flight Manual.

Flight and engine controls Inspect for improper installation and improper operation.

Speed/weight/manoeuvre Check that the placard is correct and legible and accurately reflects the status of the
placard aircraft.

All systems Inspect for improper installation, poor general condition, apparent and obvious defects,
and insecurity of attachment.

LANDING GEAR

Shock-absorbing devices Inspect for improper fluid level.

Inspect for wear and deformation of rubber pads, bungees, and springs.

All units Inspect for poor condition and insecurity of attachment.

Retracting and locking Inspect for improper operation.

mechanism

Linkages, trusses and Inspect for undue or excessive wear fatigue and distortion.
members

Hydraulic lines Inspect for leakage.

Check service life.

Electrical system Inspect for chafing and improper operation of switches.

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Wheels Inspect for cracks, defects, and condition of bearings.

Tyres Inspect for wear and cuts.

Brakes Inspect for improper adjustment and wear.

Floats and skis Inspect for insecure attachment and apparent defects.

WING AND CENTRE SECTION

All components Inspect all components of the wing and centre section assembly for poor general
condition, fabric or skin deterioration, distortion, evidence of failure, insecurity of
attachment.

Connections Inspect main connections (e.g. between wings, fuselage, wing tips) for proper fit, play
within tolerances, wear or corrosion on bolts and bushings.

FLIGHT CONTROLS

Control circuit/stops Inspect control rods and cables. Check that the control stops are secure and make
contact.

Control surfaces Inspect aileron, flap, elevator, air brake and rudder assemblies, hinges, control
connections, springs/bungees, tapes and seals.

Check and record range of movement and cable tensions, if specified, and check free
play.

Trim systems Inspect trim surfaces, controls, and connections.

Check full range of motion.

EMPENNAGE

All components and Inspect all components and systems that make up the complete empennage assembly
systems for poor general condition, fabric or skin deterioration, distortion, evidence of failure,
insecure attachment, improper component installation, and improper component
operation.

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AVIONICS AND ELECTRICS

Batteries Inspect for improper installation, improper charge and spillage and corrosion.

Radio and electronic Inspect for improper installation and insecure mounting.
equipment

Carry out ground function test.

Wiring and conduits Inspect for improper routing, insecure mounting, and obvious defects.

Bonding and Inspect for improper installation, poor condition, and chafing and wear of insulation.
shielding

Antennas Inspect for poor condition, insecure mounting, and improper operation.

POWERPLANT

Engine section Inspect for visual evidence of excessive oil, fuel or hydraulic leaks and sources of such
leaks.

Studs and nuts Inspect for looseness, signs of rotation and obvious defects.

Internal engine Inspect for cylinder compression (record measures for each cylinder) and for metal
particles or foreign matter in oil filter, screens and sump drain plugs. If there is weak
cylinder compression, inspect for improper internal condition and improper internal
tolerances.

Engine mounts Inspect for cracks, looseness of mounting, and looseness of the engine to mount
attachment.

Flexible vibration Inspect for poor condition and deterioration.

dampeners

Engine controls Inspect for defects, improper travel, and improper safe tying.

Lines, hoses and clamps Inspect for leaks, improper condition, and looseness.

Exhaust stacks Inspect for cracks, defects, and improper attachment.

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Turbocharger and Inspect for leaks, improper condition, and looseness of connections and fittings.
intercooler

Liquid cooling systems Inspect for leaks and proper fluid level.

Electronic engine control Inspect for signs of chafing and proper electronics and sensor installation.

Accessories Inspect for apparent defects in security of mounting.

All systems Inspect for improper installation, poor general condition, defects and insecure
attachment.

Cowling Inspect for cracks and defects.

Cooling baffles and seals Inspect for defects, improper attachment, and wear.

Fuel tanks Inspect for improper installation and connection.

CLUTCHES AND GEARBOXES

Filters, screens, and chip Inspect for metal particles and foreign matter.
detectors

Exterior Inspect for oil leaks.

Output shaft Inspect for excessive bearing play and condition.

PROPELLER

Propeller assembly Inspect for cracks, nicks, binds, and oil leakage.

Propeller bolts Inspect for proper installation, looseness, signs of rotation, and lack of safe tying.

Propeller control Inspect for improper operation, insecure mounting, and restricted travel.
mechanism

Anti-icing devices Inspect for improper operation and obvious defects.

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MISCELLANEOUS

Ballistic rescue system Inspect for proper installation, unbroken activation mechanism, proper securing while on
ground, validity of inspection periods of pyrotechnic devices, and parachute packing
intervals.

Other miscellaneous items Inspect installed miscellaneous items that are not otherwise covered by this listing for
improper installation and improper operation.

OPERATIONAL CHECKS

Power and revolutions per Check that power output, static and idle rpm are within published limits.
minute (rpm)

Magnetos Check for normal function.

Fuel and oil pressure Check they are within normal values.

Engine temperatures Check they are within normal values.

Engine For engines equipped with automated engine control (e.g. FADEC), perform the
published run-up procedure and check for discrepancies.
Engine For dry-sump engines and engines with turbochargers and for liquid cooled engines,
check for signs of disturbed fluid circulation.
Pitot-static system Perform operational check.

Transponder Perform operational check.

Minimum Inspection Programme for Category 1 light aircraft (sailplanes) and Category 1
light aircraft (powered sailplanes) not involved in commercial operations

To be performed:
— every annual/100 h interval (for Touring Motor Gliders (TMG)), whichever
comes first; or
— every annual interval (for other than TMGs).

A tolerance of one month or 10 h, as applicable, may be applied. However, the

next interval shall be calculated from the date/hours originally scheduled (without
the tolerance).

Note 1: Use the manufacturer’s maintenance manual to accomplish each

task/inspection.

Note 2: In the case of TMGs, it is acceptable to control the hours of use of the
aircraft, engine and propeller as separate entities. Any maintenance check to be
done between two consecutive annual/100 h inspections may be performed
separately on the aircraft, engine and propeller depending on when each

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element reaches the corresponding hours. However, at the time of the annual/100
h inspection, all the elements must be covered.

Note 3: Proper operation of backup or secondary systems and components

should be included for every instance where a check is performed for improper
installation/operation

Category 1 sailplanes and Category 1 powered sailplanes not involved in commercial

operations

System/component/area Task & Inspection detail

GENERAL

General — all tasks The aircraft must be clean prior to inspection. Inspect for security, damage, wear,
integrity, drain/vent holes clear, signs of overheating, leaks, chafing, cleanliness and
condition as appropriate to the particular task. Whilst checking composite structures,
check for signs of impact or pressure damage that may indicate underlying damage.

Lubrication/servicing Lubricate and replenish fluids in accordance with the manufacturer’s requirements.

Markings Check that side and under-wing registration markings are correct. If applicable, check
that an exemption for alternate display is approved. Identification plate for National
Aviation Authority registered aircraft is present. Other identification markings on
fuselage in accordance with local (national) rules.

Weighing: Review weighing record to establish accuracy against installed equipment.

Weigh the aircraft as required by the CAR Section-2 Series X part-II .

AIRFRAME

Fuselage paint/gel coat, Inspect external surface and fairings, gel coat, fabric covering or metal skin, and
including registration paintwork. Check that registration marks are correctly applied.
markings
Fuselage structure Check frames, formers, tubular structure, skin, and attachments. Inspect for signs of
corrosion on tubular framework.

Nose fairing Inspect for evidence of impact with ground or objects.

Release hook(s) Inspect nose and Centre of Gravity (C of G) release hooks and controls. Check
operational life. Carry out operational test. If more than one release hook or control is
fitted, check operation of all release hooks from all positions.

Pot pitot/ventilator Check alignment of probe, check operation of ventilator.

Pitot/static system Inspect pitot probes, static ports and all accessible tubing for security, damage,
cleanliness, and condition. Drain any water from condensation drains.

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Bonding/vents drains Check all bonding leads and straps. Check that all vents and drains are clear from
debris.

CABIN AND COCKPIT

Cleanliness/loose articles Check under cockpit floor/seat pan and in rear fuselage for debris and foreign items.

Canopy, locks and Inspect canopy, canopy frame and transparencies for cracks, unacceptable distortion,
jettison and discolouration. Check operation of all locks and catches. Carry out an operational
test of the canopy jettison system from all positions.

Seat/cockpit floor Inspect seat(s). Check that all loose cushions are correctly installed and, as appropriate,
energy absorbing foam cushions are fitted correctly. Ensure that all seat adjusters fit
and lock correctly.

Harness(es) Inspect all harnesses for condition and wear of all fastenings, webbing, and fittings.
Check operation of release and adjustments.
Rudder pedal assemblies Inspect rudder pedal assemblies and adjusters.

Flight control Inspect flight controls rods/cables. Check that control stops are secure and make
circuits/stops contact. Pay particular attention to wear and security of liners and cables in ‘S’ tubes.
Inspect self-connecting control devices.

Instrument panel Inspect instrument panel and all instruments/equipment. Check instrument readings
assemblies are consistent with ambient conditions. Check marking of all switches, circuit breakers,
and fuses. Check operation of all installed equipment, as possible, in accordance with
the manufacturer’s instructions.
Check markings of instruments in accordance with the Flight Manual.
Oxygen system Inspect oxygen system. Check bottle hydrostatic test date expiry in accordance with the
manufacturer’s recommendations. Ensure that the bottle is not completely empty (13,8
bars/200 psi minimum) and refill with aviator’s oxygen only. Clean masks and regulators
with suitable cleaning wipes.
Ensure that the oxygen installation is recorded on weight and C of G schedule. CAUTION:
OBSERVE ALL SAFETY PRECAUTIONS.

Colour-coding of controls Ensure that controls are colour-coded and in good condition, as follows:
Tow release: yellow
Air Brakes: blue
Trimmer: green
Canopy normal operation: white
Canopy jettison: red
Other controls: clearly marked but not using any of the above colours.
Equipment stowed in Check for security and condition. Check validity of any safety equipment. Check the
centre section manufacturer’s and the CARs (if required) data plates.

Speed/weight/ Check that the placard is correct and legible and accurately reflects the status of the
manoeuvre placard aircraft.

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LANDING GEAR

Front skid/nose wheel Inspect for evidence of hard/heavy landings. Check skid wear. Inspect wheel, tyre, and
and mounts wheel box. Check tyre pressure.

Main wheel and brake Check for integrity of hydraulic seals and leaks in pipe work. Check life of hydraulic hoses
assembly and components if specified by the manufacturer. Remove brake drums, check brake
lining wear. Check disk/drum wear. Refit drum. Check brake adjustment. CAUTION:
BRAKE DUST MAY CONTAIN ASBESTOS.
Check operation of brake. Check level of brake fluid and replenish if necessary. Check
tyre pressure. CAUTION: CHECK TYPE OF BRAKE FLUID USED AND OBSERVE SAFETY
PRECAUTIONS.

Undercarriage Check springs, bungees, shock absorbers, and attachments. Check for signs of damage.
suspension Service strut if applicable.

Undercarriage retract Check retraction mechanism and controls, warning system if fitted, gas struts, doors
system and doors and linkages/springs, over-centre/locking device. Perform retraction test.

Tail skid/wheel Inspect for evidence of hard/heavy landings. Check skid wear. Inspect wheel, tyre, and
wheel box. Check bond of bonded skids. Check tyre pressure.

Wheel brake control Inspect wheel brake control rods/cables. If combined with air brake, ensure correct
circuit rigging relationship. Check parking brake operation if fitted.

WING AND CENTRE SECTION

Centre section fairing Inspect for security, damage, and condition.

Wing attachments Inspect the wing structural attachments. Check for damage, wear, and security. Check
for rigging damage. Check condition of wing attachment pins.

Aileron control Inspect aileron control rods/cables. Check that control stops are secure and make
circuit/stops contact.
Inspect self-connecting control devices.

Air brake control circuit Inspect air brake control rods/cables. Check friction/locking device (if fitted). Inspect
self-connecting control devices.

Wing struts/wires Inspect wing struts for damage and internal corrosion. Re-inhibit wing struts internally
every three years or in accordance with the manufacturer’s instructions.

Wings including Check mainplane structure externally and internally as far as possible. Check gel coat,
underside registration fabric covering, or metal skin. Check that registration marks are correctly applied.
markings

Ailerons and controls Inspect aileron and flaperon assemblies, hinges, control connections, springs/bungees,
tapes, and seals. Ensure that seals do not impair full range of movement.

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Air brakes/spoilers Inspect air brake/spoiler panel(s) operating rods, closure springs, and friction devices
as fitted.

Flaps Check flap system and control. Inspect self-connecting control devices.

Control deflections and Check and record range of movements and cable tensions, if specified, and check free
free play, and record on play.
worksheets
EMPENNAGE

Tailplane and elevator With tailplane de-rigged, check tailplane and attachments, self-connecting and manual
control connections. Check gel coat, fabric covering, or metal skin.

Rudder Check rudder assembly, hinges, attachments, balance weights.

Rudder control circuit/ Inspect rudder control rods/cables. Check that control stops are secure and make
stops contact. Pay particular attention to wear and security of liners and cables in ‘S’ tubes.

Elevator control Inspect elevator control rods/cables. Check that control stops are secure and make
circuit/stops contact.
Inspect self-connecting control devices.

Trimmer control circuit Inspect trimmer control rods/cables. Check friction/locking device.

Control deflections and Check and record range of movements and cable tensions, if specified, and check free
free play, and record play.
on worksheets
AVIONICS AND ELECTRICS

Electrical Check all electrical wiring for condition. Check for signs of overheating and poor
installation/fuses connections. Check fuses/trips for condition and correct rating.

Battery security and Check battery mounting for security and operation of clamp. Check for evidence of
corrosion electrolyte spillage and corrosion. Check that the battery has the main fuse fitted
correctly.
It is recommended to carry out battery capacity test on gliders equipped with radio,
used for cross-country, controlled airspace, or competition flying.

Radio installations and Check radio installation, microphones, speakers and intercom, if fitted. Check that the
placards call sign placard is installed. Carry out ground function test. Record radio type fitted.

Altimeter datum Check barometric sub-scale. Maximum error 2 Mb.

Pitot-static system Perform operational check.

Transponder Perform operational check.

MISCELLANEOUS
Removable ballast Check removable ballast mountings and securing devices (including fin ballast if
applicable) for condition. Check that ballast weights are painted with conspicuous
colour. Check that provision is made for the ballast on the loading placard.

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Drag chute and controls Inspect chute, packing and release mechanism. Check packing intervals.

Water ballast system Check water ballast system, wing and tail tanks as fitted. Check filling points, level
indicators, vents, dump and frost drains for operation and leakage. If loose bladders are
used, check for leakage and expiry date as applicable.

POWERPLANT (when applicable)

Engine pylons and Inspect engine and pylon installation. Check engine compartment and fire sealing.
mountings

Gas strut Check gas strut.

Pylon/engine stops Check limit stops on retractable pylons. Check restraint cables.

Electric actuator Inspect electric actuator, motor, spindle drive, and mountings.

Electrical wiring Inspect all electrical wiring. Pay special attention to wiring that is subject to bending
during extension and retraction of engine/pylon.

Limit switches Check operation of all limit switches and strike plates. Make sure that they are not
damaged by impact.

Fuel tank(s) Check fuel tank mountings and tank integrity. Check fuel quantity indication system if
fitted.

Fuel pipes and vents Check all fuel pipes especially those subject to bending during extension and retraction
of engine/pylon. Check that vents are clear. Make sure that overboard drains do not
drain into engine compartment. Check self-sealing.

Fuel cock or shut off Check operation of fuel cock or shut-off valve and indications.
valve

Fuel pumps and filters Clean or replace filters as recommended by the manufacturer. Check operation of fuel
pumps for engine supply or tank replenishment. Check fuel pump controls and
indications.

Decompression valve Inspect decompression valve and operating control.

Spark plugs Carry out spark plug service. It is recommended to replace spark plugs at annual
intervals.
Harnesses and Magneto Inspect low-tension and high-tension wiring, connectors, spark plug caps. Check
magneto to engine timing. Check impulse coupling operation.

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Propeller bolts, assembly, Inspect propeller, hub, folding mechanism, brake, pitch change mechanism, stow
mounting, torquing & sensors.
Doors Check engine compartment doors, operating cables, rods, and cams.

Safety springs Check all safety and counterbalance springs.

Extension and retraction Check that extension and retraction operation times are within limits specified by
manufacturer. Check light indications and interlocks for correct operation.
Exhaust Inspect exhaust system, silencer, shock mounts, and links.

Engine installation Inspect engine and all accessories. Carry out compression test and record results.
Compression test results:
Lubrication Change engine oil and filter. Replenish oil and additive tanks.

Engine instruments Inspect all engine instruments and controls. Check control unit, mounts, bonding and
connections. Carry out internal self-test if fitted.
Flexible vibration dampers Check for poor condition and deterioration.

Engine battery If separate from airframe battery, inspect battery and mountings. If the main fuse is
fitted, check rating and condition.
Placards Check that all placards are in accordance with flight manual and legible.

Oil and fuel leaks With the engine fully serviced, check the fuel and oil system for leaks.

Minimum Inspection Programme for Category 1 hot-air balloons not involved in

commercial operations

To be performed every annual interval.

A tolerance of one month may be applied. However, the next interval shall be
calculated from the date originally scheduled (without the tolerance).

Note 1: Use the manufacturer’s maintenance manual to accomplish each

task/inspection.

Note 2: Proper operation of backup or secondary systems and components

should be included for every instance where a check is performed for improper
installation/operation

1. ENVELOPE

System/component/area Task & Inspection detail

Identification Check for presence and verify type/serial number installed.

(type/serial
number/registration
plate)

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Crown ring and line In place; not corroded; crown line undamaged and has appropriate length.

Vertical/horizontal load Check joints with the crown ring, top of the envelope and wires. All load tapes
tapes undamaged along their entire length. Inspect base horizontal tape and edge of the
envelope top. Inspect joint between base horizontal load tape and vertical load tapes.

Envelope fabric Inspect the envelope fabric panels (including parachute and rotation vents if fitted) for
damage, porosity overheating or weakness. Unrepaired damage is within tolerance
given by the manufacturer.

If substantial fabric porosity is suspected, then a flight test should be performed, but
only after a grab test has demonstrated that the balloon is safe to fly.

Perform grab test in accordance with the manufacturer’s instructions.

Flying cables Inspect for damage (particularly heat damage).

Kevlar cable — yellow core is not visible

Karabiners Inspect for damage. Karabiner lock is working properly.

Melting link and Check maximum temperature indication (flag/‘tell-tale’).

Tempilabel

Control system lines Inspect for damage wear, security of knots.

Check proper length. Check lines attachments for damage, wear, security.

Control lines and their Inspect for damage, wear, security of knots. Check proper length of the lines.
attachments

Envelope pulleys Inspect for damage, wear, free running, contamination, security of attachment.

2. BURNER

System/component/area Task & Inspection detail

Identification Check for presence and verify type/serial number installed.

(type/serial number)

Inspect welds for cracking.

Inspect tubes for distortion/deformation/cuts/gouges.

Inspect frame for security of fasteners (heat shields, flexi-corners).

Burner frame Inspect frame lugs for wear, cracking.

Inspect general condition (corrosion, heat shields).

Gimballing Check stiffness, security of fitting manifolds.

Leak check Perform leak check of the burner.

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Inspect all hoses for wear, damage, leak, and lifetime limitation.
Hoses
Inspect condition and correct function of the fuel.

Pressure gauges Check Pressure gauge reads zero when no pressure applied, lens present.

Pilot valves/flame Check Shut off, free movement, correct function, lubricate if necessary.

Whisper valves/flame Check Shut off, free movement, correct function, lubricate if necessary.

Main valves/flame Check Shut off, free movement, correct function, lubricate if necessary.

Check for damage, distortion, security of fasteners. Inspect welds for cracking.
Coils
Check security of jets, tighten or replace as necessary.

Fuel Check correct type, check dates (if applicable).

3. BASKET

System/component/area Task & Inspection detail

Identification Check for presence and verify type/serial number installed.

(type/serial number)
Basket body Check the general condition of the basket body. Inspect weave for damage,
cracks/holes. No sharp objects inside the basket.

Basket wires Inspect for damage, check eye rings.

Karabiners Inspect for damage. Karabiner lock is working properly.

Basket floor Inspect for damage and cracks.

Runners Inspect for damage.

Rawhide Inspect for damage, wear and attachments to the floor.

Rope handles Inspect for damage, security of attachment.

Cylinder straps Inspect for damage, deterioration.

Padded basket edge Inspect for damage and wear.
trim
Burner rods Inspect for damage, wear and cracking.

Padded burner rod Inspect for damage and wear.

covers
Basket equipment Check presence and functionality.

Pilot restraint Inspect for security and condition.

Fire extinguisher Check expiration date and protection cover.

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First-aid kit Check for completeness and expiration date.

4. FUEL TANKS

System/component/area Task & Inspection detail

Identification Check for presence.

(type/serial number)

Cylinder Check periodic inspections for each cylinder is valid (date) (e.g. 10 years’ inspection).

Cylinder body Inspect for damage, corrosion.

Inspect for damage, corrosion, correct operation.

Liquid valve Inspect O-ring seals, lubricate/replace as required.

Fixed liquid

Inspect for damage, corrosion, correct operation.

Level gauge
Contents Gauge Inspect for damage, corrosion, freedom of movement.

Inspect for damage, corrosion, correct operation (including regulator).

Vapour valve Inspect Quick Release Coupling for correct operation, sealing.

Padded cover Inspect for damage.

Pressure relief valve Does not indicate over pressuring

Inspect leak-test all pressure holding joints using leak detector.

Assembly Functional test

5. ADDITIONAL EQUIPMENT

System/component/area Task & Inspection detail

Instruments Functional check

Quick release Functional check and inspect the condition of the latch, bridle and ropes for wear and
deterioration. Check that the karabiners are undamaged and operate correctly.

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Communication/navigation Perform operational check.

equipment (radio)

Transponder Perform operational check.

M.A.303 Airworthiness Directives

1. Any applicable airworthiness directive must be carried out within the
requirements of that airworthiness directive, unless otherwise specified by
DGCA.
2. Airworthiness Directives issued by the state of design of an aircraft, engine,
propeller and appliance or a supplementary type certification state are
deemed to have been adopted and mandated by DGCA unless notified
otherwise. Notwithstanding to the above, the owners/operators may comply
with the modifications / inspections intimated through Cablegram / Alert
Service Bulletin / email by the type certificate holder
3.. DGCA may also issue Airworthiness Directive in respect of any Indian civil
registered aircraft, engine, propeller and appliance fitted to such aircraft to
make good of any feature or condition affecting safety of the aircraft.

AMC M.A.303 (2) Airworthiness Directives

Where DGCA had reissued the ‘Airworthiness Directive’ mandated by a state of
design as ‘Mandatory Modification’ a compliance matrix may be provided in place
of duplicating the detailed compliance record separately for Airworthiness
Directives and DGCA Mandatory modifications

M.A.304 Data for Modifications and Repairs

Damage shall be assessed and modifications and repairs carried out using
(a) data approved by DGCA; or
(b) data by an approved by CAR 21/ EASA Part 21/ FAA Part 21 design
organization, as appropriate;

AMC M.A.304 Data for Modifications and Repairs

A person or organisation repairing an aircraft or component should assess the
damage against published approved repair data and the action to be taken if the
damage is beyond the limits or outside the scope of such data. This could involve
any one or more of the following options; repair by replacement of damaged
parts, requesting technical support from the type certificate holder or from an
organisation approved in accordance with CAR 21/ EASA Part 21/FAA Part 21
and finally DGCA approval of the particular repair data. Procedure for
modification and repairs has been described in Airworthiness Advisory Circular
(AAC) No. 1 of 2017

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M.A.305 Aircraft Continuing Airworthiness Record System

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

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

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

(i) an aircraft logbook, engine logbook(s) or engine module log cards,
propeller logbook(s) and log cards for any service life limited component as
appropriate, and,
(ii) when required in point M.A.306, operator’s technical log.
(c) The aircraft type and registration mark, the date, together with total flight
time and/or flight cycles and/or landings, as appropriate, shall be entered in
the aircraft logbooks.
(d) The aircraft continuing airworthiness records shall contain the current:
1. status of airworthiness directives and measures mandated by DGCA in
immediate reaction to a safety problem;
2. status of modifications and repairs;
3. status of compliance with maintenance programme;
4. status of service life limited components;
5. mass and balance report;
6. list of deferred maintenance.

(e) In addition to the authorised release document, CA Form 1/ EASA Form1/

FAA 8130, the following information relevant to any component installed
(engine , propeller , engine module or service life limited component) shall
be entered in the appropriate engine or propeller logbook, engine module
or service life limited component log card:
1. identification of the component; and
2. the type, serial number and registration ,as appropriate, of the aircraft,
engine , propeller , engine module or service life limited component to
which the particular component has been fitted, along with the reference
to the installation and removal of the component; and
3. the date together with the component’s accumulated total flight time
and/or flight cycles and/or landings and/or calendar time, as appropriate;
and
4. the current paragraph (d) information applicable to the component.
(f) The person responsible for the management of continuing airworthiness
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tasks pursuant to M.A. Subpart B, shall control the records as detailed in
this paragraph and present the records to DGCA upon request.
(g) All entries made in the aircraft continuing airworthiness records shall be
clear and accurate. When it is necessary to correct an entry, the correction shall
be made in a manner that clearly shows the original entry.
(h) An owner or operator shall ensure that a system has been established to
keep the following records for the periods specified:
1. all detailed maintenance records in respect of the aircraft and any
service life-limited component fitted thereto, until such time as the
information contained therein is superseded by the new information
equivalent in scope and detail but not less than 36 months after the
aircraft or component has been released to service; and
2. the total time in service (hours,calander time,cycles and landings) of the
aircraft and all life-limited components, at least 12 months after the
aircraft or component has been permanently withdrawn from service;
and
3. the time in service (hours,calander time, cycles and landings) as
appropriate, since last scheduled maintenance of the component
subjected to a service life limit, at least until the component scheduled
maintenance has been superseded by another scheduled maintenance
of equivalent work scope and detail; and
4. the current status of compliance with maintenance programme such that
compliance with the approved aircraft maintenance programme can be
established, at least until the aircraft or component scheduled
maintenance has been superseded by other scheduled maintenance of
equivalent work scope and detail, and;
5. the current status of airworthiness directives applicable to the aircraft
and components, at least 12 months after the aircraft or component has
been permanently withdrawn from service, and;
6. details of current modifications and repairs to the aircraft, engine(s),
propeller(s) and any other component vital to flight safety, at least 12
months after they have been permanently withdrawn from service.
AMC M.A.305 (d) Aircraft Continuing Airworthiness Record System

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

amendment numbers. Where an AD is generally applicable to the aircraft or
component type but is not applicable to the particular aircraft or component, then
this should be identified. The AD status includes the date when the AD was
accomplished, and where the AD is controlled by flight hours or flight cycles it
should include the aircraft or engine or component total flight hours or cycles, as
appropriate. For repetitive ADs, only the last application should be recorded in
the AD status. The status should also specify which part of a multi- part directive
has been accomplished and the method, where a choice is available in the AD.
The status of current modification and repairs means a list of embodied
modification and repairs together with the substantiating data supporting
compliance with the airworthiness requirements. This can be in the form of a
Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or
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similar approved document. The substantiating data may include:
(a) compliance programme; and,
(b) master drawing or drawing list, production drawings, and installation
instructions; and,
(c) engineering reports (static strength, fatigue, damage tolerance, fault
analysis, etc.); and,
(d) ground and flight test programme and results; and,
(e) mass and balance change data; and,
(f) maintenance and repair manual supplements; and,
(g) maintenance programme changes and instructions for continuing
airworthiness; and,
(h) aircraft flight manual supplement.
Some gas turbine engines are assembled from modules and a true total time in
service for a total engine is not kept. When owners and operators wish to take
advantage of the modular design, then total time in service and maintenance
records for each module is to be maintained. The continuing airworthiness
records as specified are to be kept with the module and should show compliance
with any mandatory requirements pertaining to that module.

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

The term ‘service life-limited components’ embraces: (i) components subject to

a certified life limit after which the components should be retired, and (ii)
components subject to a service life limit after which the components should
undergo maintenance to restore their serviceability.
The current status of service life-limited aircraft components should indicate:
i. for components subject to a certified life limit: the component life limitation,
total number of hours, accumulated cycles or calendar time and the number
of hours/cycles/time remaining before the required retirement time of the
component is reached;
ii. for components subject to a service life limit: the component service life limit,
the hours, cycles or calendar time since the component has been restored
back to their service life and the remaining service (hours, cycles, calendar
time) life before the components need to undergo maintenance.
Any action that alters the components’ life limit (certified or service) or changes
the parameter of the life limit (certified or service) should be recorded.
When the determination of the remaining life requires knowledge of the different
types of aircraft/engine on which the component has previously been installed,
the status of all service-life limited aircraft components should additionally include
a full installation history indicating the number of hours, cycles or calendar time
relevant to each installation on these different types of aircraft/engine. The
indication of the type of aircraft/engine should be sufficiently detailed with regard
to the required determination of remaining life.
Recommendations from the type certificate holder on the procedures to
record the remaining life may be considered.
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AMC M.A.305 (h) Aircraft Continuing Airworthiness Record System

When an owner/operator arranges for the relevant maintenance organisation to

retain copies of the continuing airworthiness records on their behalf, the
owner/operator will continue to be responsible for the retention of records. If they
cease to be the owner/operator of the aircraft, they also remain responsible for
the transferring the records to any other person who becomes the owner/operator
of the aircraft.

Keeping continuing airworthiness records in a form acceptable to DGCA normally

means in paper form or on a computer database or a combination of both
methods. Records stored in microfilm or optical disc form are also acceptable. All
records should remain legible throughout the required retention period.
Paper systems should use robust material, which can withstand normal handling
and filing.
Computer systems should have at least one backup system, which should be
updated at least within 24 hours of any maintenance. Each terminal is required
to contain programme safeguards against the ability of unauthorised personnel
to alter the database.
Continuing airworthiness records should be stored in a safe way with regard to
damage, alteration and theft. Computer backup discs, tapes etc., should be
stored in a different location from that containing the current working discs, tapes,
etc. and in a safe environment. Reconstruction of lost or destroyed records can
be done by reference to other records which reflect the time in service, research
of records maintained by repair facilities and reference to records maintained by
individual mechanics etc. When these things have been done and the record is
still incomplete, the owner/operator may make a statement in the new record
describing the loss and establishing the time in service based on the research
and the best estimate of time in service. The reconstructed records should be
submitted to DGCA for acceptance. The DGCA may require the performance of
additional maintenance if not satisfied with the reconstructed records.

AMC M.A.305 (h) (6) Aircraft Continuing Airworthiness Record System

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

M.A.306 Aircraft Technical Log System

(a) For commercial air transport, commercial specialised operations and
commercial ATO operations, in addition to the requirements of M.A.305, an
operator shall use an aircraft technical log system containing the following
information for each aircraft:
1. information about each flight, necessary to ensure continued flight safety,
and;
2. the current aircraft certificate of release to service, and;
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3. the current maintenance statement giving the aircraft maintenance status
of what scheduled and out of phase maintenance is next due. The
maintenance statement may be kept at the operators engineering office:
and;
4. all outstanding deferred defects rectifications that affect the operation of
the aircraft, and;

5. any necessary guidance instructions on maintenance support

arrangements.
(b) The aircraft technical log system and any subsequent amendment shall be
approved by DGCA.
(c) An operator shall ensure that the aircraft technical log is retained for 36
months after the date of the last entry.

AMC M.A.306 (a) Aircraft Technical Log System

For commercial air transpoprt operations, commercial specialised operations and

commercial approved training organisation operations, the aircraft technical log
is a system for recording defects and malfunctions during the aircraft operation
and for recording details of all maintenance carried out on an aircraft between
scheduled base maintenance visits. In addition, it is used for recording flight
safety and maintenance information the operating crews need to know. A sample
format of technical log system is described in CAR Section-2 Series X Part-VI.

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

The aircraft technical log system may range from a simple single section
document to a complex system containing many sections but in all cases it
should include the information specified for the example used here which
happens to use a 5 section document / computer system:

Section 1
should contain details of the registered name and address of the operator the
aircraft type and the complete international registration marks of the aircraft.

Section 2
should contain details of when the next scheduled maintenance is due, including,
if relevant any out of phase component changes due before the next
maintenance check. In addition this section should contain the current certificate
of release to service (CRS), for the complete aircraft, issued normally at the end
of the last maintenance check.

Note: The flight crews do not need to receive such details if the next scheduled
maintenance is controlled by other means acceptable to DGCA.

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Section 3

should contain details of all information considered necessary to ensure

continued flight safety. Such information includes:
i the aircraft type and registration mark.
ii the date and place of take-off and landing.
iii the times at which the aircraft took off and landed.
iv the running total of flying hours, such that the hours to the next schedule
maintenance can be determined. The flight crew does not need to receive
such details if the next scheduled maintenance is controlled by other means
acceptable to DGCA.
v details of any failure, defect or malfunction to the aircraft affecting
airworthiness or safe operation of the aircraft including emergency systems,
and any failure, defect or malfunctions in the cabin or galleys that affect the
safe operation of the aircraft or the safety of its occupants that are known to
the commander. Provision should be made for the commander to date and
sign such entries, including, where appropriate, the nil defect state for
continuity of the record. Provision should be made for a CRS following
rectification of a defect or any deferred defect or maintenance check carried
out. Such a certificate appearing on each page of this section should readily
identify the defect(s) to which it relates or the particular maintenance checks
as appropriate. Provision should be made to record aircraft performance
parameters during stabilized cruise condition where applicable.
In the case of maintenance performed by a CAR-145 maintenance
organisation, it is acceptable to use an alternate abbreviated certificate of
release to service consisting of the statement ‘CAR-145 release to service’
instead of the full certification statement specified in AMC 145.A.50 (b)
paragraph 1. When the alternate abbreviated certificate of release to service
is used, the introductory section of the technical log should include an example
of the full certification statement from AMC 145.A.50 (b) paragraph 1.
vi the quantity of fuel and oil uplifted and the quantity of fuel available in each
tank, or combination of tanks, at the beginning and end of each flight; provision
to show, in the same units of quantity, both the amount of fuel planned to be
uplifted and the amount of fuel actually uplifted; provision for the time when
ground de-icing and/or anti-icing was started and the type of fluid applied,
including mixture ratio fluid/water and any other information required by the
operator procedures in order to allow the assessment on whether inspection
for and/or eliminations of de-icing/anti-icing fluid residues that could endanger
flight safety are required.
vii the pre-flight inspection signature.

In addition to the above it may be necessary to record the following

supplementary information:
- the time spent in particular engine power ranges where use of such engine
power affects the life of the engine or engine module;
- the number of landings where landings affect the life of an aircraft or aircraft
component.
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- flight cycles or flight pressure cycles where such cycles affect the life of an
aircraft or aircraft component.

Note 1: Where Section 3 is of the multi-sector ‘part removable’ type then such
‘part removable’ sections should contain all of the foregoing information where
appropriate.
Note 2: Section 3 should be designed so that one copy of each page may remain
on the aircraft and one other copy may be retained on the ground until completion
of the flight to which it relates.
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.

AMC M.A.306 (b) Aircraft Technical Log System

The aircraft technical log system can be either a paper or computer system or
any combination of both methods acceptable to DGCA. In case of a computer
system, it should contain programme safeguards against the ability of
unauthorised personnel to alter the database.

M.A.307 Transfer of Aircraft Continuing Airworthiness Records

(a) The owner or operator shall ensure when an aircraft is permanently
transferred from one owner or operator to another that the M.A.305 continuing
airworthiness records and, if applicable, M.A.306 operator's technical log is
also transferred.
(b) The owner shall ensure, when he contracts the continuing airworthiness
management task to a continuing airworthiness management
organisation,that the M.A.305 continuing airworthiness records are
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transferred to the organisation.
(c) The time periods prescribed for the retention of records shall continue to
apply to the new owner, operator or continuing airworthiness management
organisation.

AMC M.A.307 (a) Transfer of Aircraft Continuing Airworthiness Records

Where an owner/operator terminates his operation, all retained continuing
airworthiness records should be passed on to the new owner/operator or stored.
A “permanent transfer” does not generally include the dry lease-out of an aircraft
when the duration of the lease agreement is less than 6 months. However DGCA
should be satisfied that all continuing airworthiness records necessary for the
duration of the lease agreement are transferred to the lessee or made accessible
to them.

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SUBPART D
MAINTENANCE STANDARDS
M.A.401 Maintenance Data
(a) The person or organisation maintaining an aircraft shall have access to and
use only applicable current maintenance data in the performance of
maintenance including modifications and repairs.
(b) For the purposes of this CAR, applicable maintenance data is:
1. any applicable requirement, procedure, standard or information issued
by DGCA,
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 145.A.45(d).
(c) The person or organisation maintaining an aircraft shall ensure that all
applicable maintenance data is current and readily available for use when
required. The person or organisation shall establish a work card or
worksheet system to be used and shall either transcribe accurately the
maintenance data onto such work cards or worksheets or make precise
reference to the particular maintenance task or tasks contained in such
maintenance data.

AMC M.A.401 (b) Maintenance Data

1. Except as specified in sub-paragraph 2, each person or organisation
performing aircraft maintenance should have access to and use:
a) The regulations on continuing airworthiness of aircraft, associated
AMC’s and GM.
b) all applicable maintenance requirements and notices such as DGCA
standards and specifications that have not been superseded by a
requirement, procedure or directive,
c) all applicable airworthiness directives,
d) the appropriate sections of the aircraft maintenance programme, aircraft
maintenance manual, repair manual, supplementary structural
inspection document, corrosion control document, service bulletins,
service sheets modification leaflets, non destructive inspection manual,
parts catalogue, type certificate data sheets as required for the work
undertaken and any other specific document issued by the type
certificate or supplementary type certificate holder’s maintenance data,
except that in the case of operator or customer provided maintenance
data it is not necessary to hold such provided data when the work order
is completed.

2. In addition to sub-paragraph 1, for components each organisation

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performing aircraft maintenance should hold and use the appropriate
sections of the vendor maintenance and repair manual, service bulletins and
service letters plus any document issued by the type certificate holder as
maintenance data on whose product the component may be fitted when
applicable, except that in the case of operator or customer provided
maintenance data it is not necessary to hold such provided data when the
work order is completed.

AMC M.A.401(c) Maintenance Data

1. Data being made available to personnel maintaining aircraft means that the
data should be available in close proximity to the aircraft or component being
maintained, for mechanics and certifying staff to perform maintenance.
2. Where computer systems are used, the number of computer terminals
should be sufficient in relation to the size of the work programme to enable
easy access, unless the computer system can produce paper copies. Where
microfilm or microfiche readers/printers are used, a similar requirement is
applicable.
3. Maintenance tasks should be transcribed onto the work cards or worksheets
and subdivided into clear stages to ensure a record of the accomplishment
of the maintenance task. Of particular importance is the need to differentiate
and specify, when relevant, disassembly, accomplishment of task,
reassembly and testing. In the case of a lengthy maintenance task involving
a succession of personnel to complete such task, it may be necessary to use
supplementary work cards or worksheets to indicate what was actually
accomplished by each individual person. A worksheet or work card system
should refer to particular maintenance tasks.
4. The workcard/worksheet system may take the form of, but is not limited to,
the following:
 a format where the AME writes the defect and the maintenance action
taken together with information of the maintenance data used, including
its revision status,
 an aircraft log book that contains the reports of defects and the actions
taken by authorised personnel together with information of the
maintenance data used, including its revision status,
 for maintenance checks, the checklist issued by the manufacturer.

5. Maintenance data should be kept up to date by:

-subscribing to the applicable amendment scheme,

-checking that all amendments are being received,
-monitoring the amendment status of all data.

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M.A.402 Performance of Maintenance

Except for maintenance performed by a maintenance organisation approved in
accordance with CAR -145, any person or organisation performing maintenance
shall:

(a) be qualified for the tasks performed, as required by this CAR

(b) ensure that the area in which maintenance is carried out is well organised and
clean in respect of dirt and contamination;

(c) use the methods, techniques, standards and instructions specified in the
M.A.401 maintenance data;

(d) use the tools, equipment and material specified in the M.A.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 M.A.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; and

(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.

AMC M.A.402 (a) Performance of Maintenance.

1. Maintenance should be performed by persons authorised to issue a certificate
of release to service or under the supervision of persons authorised to issue a
certificate of release to service. Supervision should be to the extent necessary
to ensure that the work is performed properly and the supervisor should be
readily available for consultation.
2. The person authorised to issue a certificate of release to service should ensure
that:
(a) each person working under his/her supervision has received appropriate
training or has relevant previous experience and is capable of performing the
required task; and
(b) each person who performs specialised tasks, such as welding, is qualified in
accordance to an officially recognised standard.

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GM M.A.402 (a) Performance of maintenance

In the case of limited Pilot-owner maintenance, as specified in M.A.803, any

person maintaining an aircraft which they own individually or jointly, provided they
hold a valid pilot licence with the appropriate type or class rating, may perform
the limited Pilot-owner maintenance tasks in accordance with Appendix VIII to
this CAR.

AMC M.A.402(c) Performance of maintenance

The general maintenance and inspection standards applied to individual

maintenance tasks should meet the recommended standards and practices of
the organisation responsible for the type design, which are normally published in
maintenance manuals. In the absence of maintenance and inspection standards
published by the organisation responsible for the type design, maintenance
personnel should refer to the relevant aircraft airworthiness standards and
procedures published or used as guidance by the DGCA. The maintenance
standards used should contain methods, techniques and practices acceptable to
the DGCA for the maintenance of aircraft and its components.’

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

When performing maintenance, personnel are required to use the tools,

equipment and test apparatuses necessary to ensure completion of work in
accordance with accepted maintenance and inspection standards. Inspection,
service or calibration that is performed on a regular basis should be performed in
accordance with the equipment manufacturers’ instructions. All tools requiring
calibration should be traceable to an acceptable standard.

In this context, ‘officially recognised standards’ means those standards

established or published by an official body, being either a natural or legal person,
and which are widely recognised by the air transport sector as constituting good
practice.

If the organisation responsible for the type design involved recommends special
equipment or test apparatuses, personnel should use the recommended
equipment or apparatuses or equivalent equipment accepted by the DGCA.

All work should be performed using materials of such quality and in such a
manner that the condition of the aircraft or its components after maintenance is
at least equal to its or their original or modified condition (with regard to
aerodynamic function, structural strength, resistance to vibration, deterioration
and any other qualities affecting airworthiness).

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AMC M.A.402 (e) Performance of Maintenance

The working environment should be appropriate for the maintenance task being
performed such that the effectiveness of personnel is not impaired.
a) Temperature should be maintained such that personnel can perform the
required tasks without undue discomfort.

b) Airborne contamination (e.g. dust, precipitation, paint particles, filings)

should be kept to a minimum to ensure aircraft/components surfaces are
not contaminated, if this is not possible all susceptible systems should be
sealed until acceptable conditions are re-established.
c) Lighting should be adequate to ensure each inspection and maintenance
task can be performed effectively.
d) Noise levels should not be allowed to rise to the level of distraction for
inspection staff or if this is not possible inspection staff should be provided
with personnel equipment to reduce excessive noise.

AMC M.A.402 (f) Performance of Maintenance

Facilities should be provided appropriate for all planned maintenance. This may
require aircraft hangars that are both available and large enough for the planned
maintenance.

Aircraft component workshops should be large enough to accommodate the

components that are planned to be maintained.

Protection from inclement weather means the hangar or component workshop

structures should be to a standard that prevents the ingress of rain, hail, ice,
snow, wind and dust etc.

AMC M.A.402 (g) Performance of maintenance

(a) To minimise the risk of multiple errors and to prevent omissions, the person
or organisation performing maintenance should ensure that:

(1) every maintenance task is signed off only after completion;

(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

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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 reinspection of the tasks as described in AMC2
M.A.402 (h).’

AMC1 M.A.402 (h) Performance of maintenance

CRITICAL MAINTENANCE TASKS

The following maintenance tasks should primarily be reviewed to assess their

impact on safety:

(a) Tasks that may affect the control of the aircraft, flight path and attitude, such
as installation, rigging and adjustments of flight controls;

(b) Aircraft stability control systems (autopilot, fuel transfer);

(c) Tasks that may affect the propulsive force of the aircraft, including installation
of aircraft engines, propellers and rotors; and

(d) Overhaul, calibration or rigging of engines, propellers, transmissions and

gearboxes.’

AMC2 M.A.402 (h) Performance of maintenance

INDEPENDENT INSPECTION

(a) What is an independent inspection?

Independent inspection is one possible error-capturing method. It consists of an

inspection performed by an ‘independent qualified person’ of a task carried out
by an ‘authorised person’, taking into account that:

(1) the ‘authorised person’ is the person who performs the task or supervises the
task and assumes the full responsibility for the completion of the task in
accordance with the applicable maintenance data;

(2) the ‘independent qualified person’ is the person who performs the
independent inspection and attests the satisfactory completion of the task
and that no deficiencies have been found. The ‘independent qualified person’
does not issue a certificate of release to service, therefore he/she is not
required to hold certification privileges;

(3) the certificate of release to service is issued by the ‘authorised person’ after
the independent inspection has been carried out satisfactorily;

(4) the work card system should record the identification of each person, the date
and the details of the independent inspection, as necessary, before the
certificate of release to service is issued.

(b) Qualifications of personnel performing independent inspections

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(1) When the work is performed by a CAR-M Subpart F organisation, then the
organisation should have procedures to demonstrate that the ‘independent
qualified person’ has been trained and 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 issued in accordance with
DGCA regulations or an equivalent national qualification when
national regulations apply;

(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
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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) Reinspection 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, reinspection 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 reinspection 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 reinspection, as necessary, before
the certificate of release to service is issued.’

GM M.A.402(h) Performance of maintenance

Several data sources may be used for the identification of critical maintenance
tasks, such as:
— information from the design approval holder;
— accident reports;
— investigation and follow-up of incidents;
— occurrence reporting;
— flight data analysis;
— results of audits;
— normal operations monitoring schemes;
— feedback from training; and
— information exchange systems.’

M.A.403 Aircraft Defects

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

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(b) Only the authorised certifying staff, according to points M.A.801(b)1,
M.A.801(b)2, M.A.801(c), M.A.801(d) or CAR 145 can decide, using
M.A.401 maintenance data, whether an aircraft defect hazards seriously the
flight safety and therefore decide when and which rectification action shall be
taken before further flight and which defect rectification can be deferred.
However, this does not apply when the MEL is used by the pilot or by the
authorised certifying staff.
(c) Any aircraft defect that would not hazard seriously the flight safety shall be
rectified as soon as practicable, after the date the aircraft defect was first
identified and within any limits specified in the maintenance data or the MEL.
(d) Any defect not rectified before flight shall be recorded in the M.A.305 aircraft
maintenance record system or M.A.306 operator's technical log system as
applicable.

AMC M.A.403 (b) Aircraft Defects

An assessment of both the cause and any potentially hazardous effect of any
defect or combination of defects that could affect flight safety should be made in
order to initiate any necessary further investigation and analysis necessary to
identify the root cause of the defect.

AMC M.A.403 (d) Aircraft Defects

All deferred defects should be made known to the pilot/flight crew, whenever
possible, prior to their arrival at the aircraft.

Deferred defects should be transferred on to worksheets at the next appropriate

maintenance check, and any deferred defect which is not rectified during the
maintenance check, should be re-entered on to a new deferred defect record
sheet. The original date of the defect should be retained.

The necessary components or parts needed for the rectification of defects should
be made available or ordered on a priority basis, and fitted at the earliest
opportunity

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SUBPART E

COMPONENTS

M.A.501 Classification and installation

(a) All components shall be classified into the following categories:
(1) Components which are in a satisfactory condition, released on CA Form 1
or equivalent and marked in accordance with Subpart Q of CAR 21, unless
otherwise specified in CAR 21 or CAR M.
(2) Unserviceable components which shall be maintained in accordance with
this Regulation.
(3) Components categorized as unsalvageable because they have reached
their certified life limit or contain a non-repairable defect.
(4) Standard parts used on an aircraft, engine, propeller or other aircraft
component when specified in the maintenance data and accompanied by
evidence of conformity traceable to the applicable standard.
(5) Material both raw and consumable used in the course of maintenance when
the organisation is satisfied that the material meets the required
specification and has appropriate traceability. All materials must be
accompanied by documentation clearly relating to the particular material
and containing a conformity to specification statement plus both the
manufacturing and supplier source.
(b) Components, standard parts and material shall only be installed on an aircraft
or a component when they are in a satisfactory condition, belong to one of
the categories listed in point (a) and the applicable maintenance data
specifies the particular component, standard part or material.’;

AMC1 M.A.501(a)(1) Classification and installation

CA FORM 1 OR EQUIVALENT

(a) A document equivalent to an CA Form 1 may be:

(1) a release document issued by an organisation under the terms of a
bilateral agreement signed by DGCA;
(2) EASA Form 1
(3) FAA Form 8130-3
(4) Airworthiness release documents issued by the manufacturer of aircraft
for new components shall be acceptable for the installation on type of aircraft
for which Type Certificate is accepted by DGCA.

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(5) A release document issued by an organisation approved under CAR 145
(6) UK CAA Form 1
(7) Any other form acceptable to DGCA.

(b) Any item in storage without an CA Form 1 or equivalent cannot be installed

on aircraft registered in India unless CA Form 1 is issued for such item by an
appropriately approved maintenance organisation in accordance with AMC
M.A.613(a).

GM1 M.A.501(a)(2) Classification and installation

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.
(b) Unserviceable components should typically undergo maintenance due to:
(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 DGCA;
(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.

AMC1 M.A.501(a)(3) Classification and installation

UNSALVAGEABLE COMPONENTS
The following types of components should typically be classified as
unsalvageable:
(a) components with non-repairable defects, whether visible or not to the naked
eye;

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(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.

AMC1 M.A.501(a)(4) Classification and installation

STANDARD PARTS
(a) Standard parts are parts that are manufactured in complete compliance with
an established industry, DGCA or other government specification which
include design, manufacturing, test and acceptance criteria, and uniform
identification requirements. The specification should include all the
information that is necessary to produce and verify conformity of the part. It
should be published so that any party may manufacture the part. Examples
of such specifications are National Aerospace Standards (NAS), Army-Navy
Aeronautical Standard (AN), Society of Automotive Engineers (SAE), SAE
Sematec, Joint Electron Device Engineering Council, Joint Electron Tube
Engineering Council, and American National Standards Institute (ANSI), EN
Specifications, etc.
(b) To designate a part as a standard part, the TC holder may issue a standard
parts manual accepted by the competent 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.

(c) An CA Form 1 or equivalent is not normally issued and, therefore, none

should be expected.

AMC2 M.A.501(a)(4) Classification and installation

STANDARD PARTS
For sailplanes and powered sailplanes, non-required instruments and/or
equipment that are certified under the provision of EASA CS 22.1301(b), if

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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 EASA (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, bugwipers and anti-collision systems.
Equipment which must be approved in accordance with the airworthiness
code shall comply with the applicable ITSO or equivalent and it is not
considered to be a standard part (e.g. oxygen equipment).

AMC M.A.501(a)(5) Classification and installation

MATERIAL
(a) Consumable material is any material which is only used once, such as
lubricants, cements, compounds, paints, chemical 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 applicable specification and,
where appropriate, the batch number.
(d) Documentation that accompanies all materials should clearly relate to the
particular material 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.
(e) An CA Form 1 or equivalent should not be issued for such materials 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 DGCA has
agreed otherwise.

GM1 M.A.501(b) Classification and installation

(a) To ensure that components, standard parts and materials are in

satisfactory condition, the persons referred to under M.A.801(b)(2),
M.A.801(b)(3), M.A.801(c) or M.A.801(d), or the approved maintenance
organisation should perform an incoming physical inspection.

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(b) The incoming physical inspection should be performed before the
component is installed on the aircraft.
(c) The following list, although not exhaustive, contains typical checks to be
performed:
(1) verify the general condition of the components and their packaging in
relation to damages that could affect their integrity;
(2) verify that the shelf life of the component has not expired;
(3) verify that items are received in the appropriate package in respect of
the type of the component: e.g. correct ATA 300 or electrostatic sensitive
devices packaging, when necessary;
(4) verify that the component has all plugs and caps appropriately installed
to prevent damage or internal contamination. Care should be taken when
tape is used to cover electrical connections or fluid fittings/openings because
adhesive residues can insulate electrical connections and contaminate
hydraulic or fuel units.
(d) Items (e.g. fasteners) purchased in batches should be supplied in a
package. The packaging should state the applicable specification/standard,
P/N, batch number, and the quantity of the items. The documentation that
accompanies the material should contain the applicable
specification/standard, P/N, batch number, supplied quantity, and the
manufacturing sources. If the material is acquired from different batches,
acceptance documentation for each batch should be provided.

GM2 M.A.501(b) Classification and installation

INSTALLATION OF COMPONENTS
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 organization, that is by the
persons referred to in M.A.801(b)(2), M.A.801(b)(3), M.A.801(c) or
M.A.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.

M.A.502 Component Maintenance

(a) The maintenance of components shall be performed by maintenance

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organisations appropriately approved in accordance with Section A, Subpart
F of CAR M or with CAR145.

(b) By derogation from paragraph (a), maintenance of a component in

accordance with aircraft maintenance data or, if agreed by DGCA, in
accordance with component maintenance data, may be performed by an A
rated organisation approved in accordance with Section A, Subpart F of
CAR-M or CAR 145 as well as by certifying staff referred to in point
M.A.801(b)2 only whilst such components are fitted to the aircraft.
Nevertheless, such organisation or certifying staff may temporarily remove
this component for maintenance, in order to improve access to the
component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this paragraph. Component
maintenance performed in accordance with this paragraph is not eligible for
the issuance of a CA Form 1 and shall be subject to the aircraft release
requirements provided for in point M.A.801.
(c) By derogation from paragraph (a), maintenance of an engine / Auxiliary
Power Unit (APU) component in accordance with engine/APU maintenance
data or, if agreed by DGCA, in accordance with component maintenance
data, may be performed by a B rated organisation approved in accordance with
Section A, Subpart F of CAR-M or CAR 145 only whilst such components are fitted
to the engine/APU. Nevertheless, such B rated organisation may temporarily
remove this component for maintenance, in order to improve access to the
component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this paragraph.

(d) By derogation from point (a) and point M.A.801(b)2, certifying staff referred to
in point M.A.801(b)2 may perform, in accordance with component
maintenance data, the following:

(1).Maintenance other than overhaul of components, while the component is

installed or temporarily removed from Category 1 Light aircraft not used in
commercial air transport;

(2) Overhaul of engines and propellers while installed or temporarily removed

from CS-VLA, CS-22 and LSA aircraft not used in commercial air transport.

Component maintenance performed in accordance with point (d) is not eligible

for the issuance of an CA Form 1 and shall be subject to the aircraft release
requirements provided for in point M.A.801.
AMC M.A.502 Component maintenance

Component removal from and installation on an aircraft is considered to be

aircraft maintenance and not component maintenance. As a consequence,
M.A.502 requirements do not apply to this case.
AMC M.A.502(b) and (c) Component maintenance

M.A.502(b) and (c) allow the performance of certain component maintenance, in

accordance with component maintenance data, to maintenance organisations not
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holding the corresponding B/C rating and to independent certifying staff, subject
to the agreement of: DGCA

This should only be permitted by the DGCA in the case of simple component
maintenance, where the DGCA is satisfied that the certifying staff are
appropriately qualified and the proper tooling and facilities are available. It is
important to note that for more complex component maintenance, special
qualifications may be required and it is not enough with holding a CAR-66 aircraft
maintenance licence.

AMC M.A.502 (d) Component maintenance

Independent certifying staff may issue (as established in M.A.801(b)(2)) a release

to service for maintenance that is performed outside an approved maintenance
organisation. This is limited to the maintenance of aircraft that are not required by
regulation to be maintained by a CAR-145 or Part-M Subpart-F organisation. For
category 1 light aircraft maintenance, this may include complex tasks.
M.A.503 Service Life Limited Components
(a) Installed service life limited components shall not exceed the approved
service life limit as specified in the approved maintenance programme and
airworthiness directives, except as provided for in point M.A.504(c).
(b) The approved service life is expressed in calendar time, flight hours,
landings or cycles, as appropriate.
(c) At the end the approved service life, the component must be removed from
the aircraft for maintenance, or for disposal in the case of components with
a certified life limit.

‘M.A.504 Segregation of components

(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 certified life limits have been extended or
a repair solution has been approved in accordance with CAR 21.’;

AMC1 M.A.504 Segregation of components

(a) Unserviceable components should be identified and stored in a separate secure

location that is managed by the maintenance organisation until a decision is made
on the future status of such components. Certifying staff outside maintenance
organisations (M.A.801(b)(2), M.A.801(c) or M.A.801(d)) that release aircraft
maintenance should send, with the agreement of the aircraft owner/lessee, any
unserviceable component to a maintenance organisation for controlled storage.
Nevertheless, the person or organisation that declared the component
unserviceable may transfer its custody, after identifying it as unserviceable, to the
aircraft owner/lessee provided that such transfer is reflected in the aircraft
logbook, or engine logbook, or component logbook.

(b) ‘Secure location under the control of an approved maintenance organisation’ refers
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to a location that is managed by the approved maintenance organisation that
prevents the component from being reused or tampered with. This may include
facilities that are established by the organisation at locations different from the
main maintenance facilities. These locations should be identified in the relevant
procedures of the organisation.

(c) In the case of unsalvageable components, the person or organisation should:

(1) retain such components in the secure location referred to in paragraph (b);

(2) arrange for the component to be mutilated in a manner that ensures that it is
cannot be restored for use, before disposing it; or

(3) mark the component indicating that it is unsalvageable, when, in agreement

with the component owner, the component is disposed of for legitimate non-flight
uses (such as training and education aids, research and development), or for
non-aviation applications, mutilation is often not appropriate. Alternatively to
marking, the original part number or data plate information can be removed, or a
record kept of the disposal of the component for legitimate non-flight uses.

GM1 M.A.504 Segregation of components

MUTILATION OF COMPONENTS

(a) Mutilation should be accomplished in such a manner that the components become
permanently unusable for their originally intended use. Mutilated components
should not be able to be reworked or camouflaged to provide the appearance of
being serviceable, such as by replating, shortening and rethreading long bolts,
welding, straightening, machining, cleaning, polishing, or repainting.

(b) Mutilation may be accomplished by one or a combination of the following

procedures:
(1) grinding;
(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 competent authority.

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

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(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.

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SUBPART F
MAINTENANCE ORGANISATION
M.A.601 Scope

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

qualify for the issue or continuation of an approval for the maintenance of
aircraft other than complex motor powered aircraft and components to be
installed therein not used by air operator certified in accordance with Schedule
XI of Aircraft rule 1937.
AMC M.A.601 Scope

An approved maintenance organisation may be approved to maintain

aircraft/aircraft components.
M.A.602 Application

An application for issue or variation of a maintenance organisation approval

shall be made on a CA form 2 (Appendix IX)
AMC M.A.602 Application

An application for issue or variation of a maintenance organisation approval

should be made on CA Form 2 (Appendix IX).
M.A.603 Extent of Approval

(a) An organisation involved in activities subject to this Subpart shall not

exercise its activities unless approved by the DGCA.

(b) The maintenance organisation's manual referred to in point M.A.604 shall

specify the scope of work deemed to constitute approval. Appendix IV to
this CAR defines all classes and ratings possible under this Subpart F.

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

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

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

The following table identifies the ATA specification 2200 chapter for the
category C component rating. If the maintenance manual (or equivalent
document) does not follow the ATA Chapters, the corresponding subjects still
apply to the applicable C rating.

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CLASS RATING ATA CHAPTERS

COMPONENTS C1 Air Cond & Press 21
OTHER THAN
COMPLETE C2 Auto Flight 22
ENGINES OR
C3 Comms and Nav 23 – 34
APUs
C4 Doors - Hatches 52

C5 Electrical Power & Lights 24 – 33 -85

C6 Equipment 25 - 38 – 44 – 45 – 50
49 - 71 - 72 - 73 - 74 - 75
C7 Engine – APU – 76 - 77 - 78 - 79 - 80 -
81 - 82 -83
27 - 55 - 57.40 - 57.50-
C8 Flight Controls
57.60- 57.70
C9 Fuel 28- 47
C10 Helicopters Rotors 62 - 64 - 66 – 67

C11 Helicopter -Trans 63 – 65

C12 Hydraulic Power 29

C13 Indicating/Recording
31-42-46
System
C14 Landing Gear 32

C15 Oxygen 35

C16 Propellers 61
C17 Pneumatic & Vacuum 36 – 37
C18 Protection ice/rain/fire 26 – 30
C19 Windows 56
53 - 54 - 57.10 - 57.20 -
C20 Structural
57.30
C21 Water Ballast 41

C22 Propulsion
84
Augmentation

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AMC M.A.603 (c) Extent of Approval

1. The agreement by DGCA for the fabrication of parts by the approved

maintenance organisation should be formalised through the approval of a
detailed procedure in the maintenance organisation manual. This AMC
contains principles and conditions to be taken into account for the
preparation of an acceptable procedure.
2. Fabrication, inspection, assembly and test should be clearly within the
technical and procedural capability of the approved maintenance
organisation.

3. The approved data necessary to fabricate the part are those approved
either by DGCA, 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 CA Form 1. This also applies to the bulk transfer or surplus
inventory, in that locally fabricated part 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 M.A. Subpart F approval.

6. The data specified in paragraph 3 may include repair procedures involving

the fabrication of parts. Where the data on such parts is sufficient to
facilitate fabrication, the parts may be fabricated by an approved
maintenance organisation. Care should be taken to ensure that the data
include details of part numbering, dimensions, materials, processes, and
any special manufacturing techniques, special raw material specification
or/and incoming inspection requirement and that the approved
organisation has the necessary capability. That capability should be
defined by way of maintenance organisation manual content. Where
special processes or inspection procedures are defined in the approved
data which are not available at the approved maintenance organisation,
that organisation can not fabricate the part unless the TC/STC-holder
gives an approved alternative.

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7. Examples of fabrication under the scope of an M.A. Subpart F approval

can include but are not limited to the following:

(a) fabrication of bushes, sleeves and shims,

(b) fabrication of secondary structural elements and skin panels,
(c) fabrication of control cables,
(d) fabrication of flexible and rigid pipes,
(e) fabrication of electrical cable looms and assemblies,
(f) formed or machined sheet metal panels for repairs.

Note: It is not acceptable to fabricate any item to pattern unless an

engineering drawing of the item is produced which includes any
necessary fabrication processes and which is accepted to DGCA.

8. Where a TC-holder or an approved production organisation is prepared

to make available complete data which is not referred to in aircraft
manuals or service bulletins but provides manufacturing drawings for
items specified in parts lists, the fabrication of these items is not
considered to be within the scope of an M.A. Subpart F approval unless
agreed otherwise by DGCA 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 inspection. 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.

M.A.604 Maintenance Organisation Manual

a) The maintenance organisation shall provide a manual containing at least

the following information:
1. a statement signed by the accountable manager to confirm that the
organisation will continuously work in accordance with CAR M and the
manual at all times, and;
2. the organisation's scope of work, and;
3. the title(s) and name(s) of person(s) referred to in M.A.606(b), and;
4. an organization chart showing associated chains of responsibility
between the person(s) referred to in M.A.606(b), and;
5. a list of certifying staff and ,if applicable, airworthiness review staff and
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staff responsible for the development and processing of the maintenance
programme with their scope of approval, and;
6. a list of locations where maintenance is carried out, together with a
general descriptions of the facilities, and ;
7. procedures specifying how the maintenance organisation ensures
compliance with this CAR, and;
8. the maintenance organisation manual amendment procedure(s).

b) The maintenance organisation manual and its amendments shall be

approved by DGCA Regional Office.
c) Notwithstanding paragraph (b) minor amendments to the manual may be
approved through a procedure (hereinafter called indirect approval)
provided the amendments are submitted to DGCA local office at least 15
days before their effectivity and the procedure is documented.
AMC M.A.604 Maintenance Organisation Manual

1. Appendix IV to this AMC provides an outline of the format of an

acceptable maintenance organisation manual for a small organisation
with less than 10 maintenance staff.

2. The maintenance organisation exposition as specified in CAR -145

provides an outline of the format of an acceptable maintenance
organisation manual for larger organisations with more than 10
maintenance staff, dependent upon the complexity of the organisation.

M.A.605 Facilities

The organisation shall ensure that:

a) Facilities are provided for all planned work, specialised workshops and
bays are segregated as appropriate, to ensure protection from
contamination and the environment.
b) Office accommodation is provided for the management of all planned
work including in particular, the completion of maintenance records.
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.

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AMC M.A.605 (a) Facilities

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

For balloons and airships a hangar may not be required where

maintenance of the envelope and bottom end equipment can more
appropriately be performed outside, providing all necessary maintenance
can be accomplished in accordance with M.A.402. For complex repairs or
component maintenance requiring an CA Form 1, suitable approved
workshops should be provided. The facilities and environmental
conditions required for inspection and maintenance should be defined in
the Maintenance Organisation Manual.
Depending on the scope of work of the maintenance organisation, it may
not be necessary to have a hangar available. For example, an
organisation maintaining Category 2 Light aircraft (when not performing
major repairs) may perform the work in alternative suitable facilities (and
possibly at remote locations) as agreed by the DGCA.
Protection from the weather elements relates to the normal prevailing
local weather elements that are expected throughout any twelve-month
period. Aircraft hangar and aircraft component workshop structures
should be to a standard that prevents the ingress of rain, hail, ice, snow,
wind and dust etc. Aircraft hangar and aircraft component workshop floors
should be sealed to minimise dust generation.
2. Aircraft maintenance staff should be provided with an area where they may
study maintenance instructions and complete continuing airworthiness
records in a proper manner.
3. Special case for Category 2 Light aircraft
For Category 2 Light aircraft, it is acceptable not to have access to a
hangar or dedicated workshops. Depending on the scope of work, other
facilities are acceptable as long as protection is ensured from inclement
weather and contamination. This may include, for example, working in the
field or in non-aviation premises (closed or not).
These facilities do not need to be individually approved by the DGCA as
long as the maintenance organisation manual describes for each type of
facility the scope of work, the tooling and equipment available, and the
permitted environmental conditions (weather, contamination).
The organisation should include, as part of the periodic internal
organisational review, a sampling of the compliance with these conditions
during certain maintenance events.

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AMC M.A.605 (b) Facilities
It is acceptable to combine any or all of the office accommodation
requirements into one office subject to the staff having sufficient room to carry
out assigned tasks.

AMC M.A.605 (c) Facilities

1. Storage facilities for serviceable aircraft components should be clean, well-
ventilated and maintained at an even dry temperature to minimise the
effects of condensation. Manufacturer’s storage recommendations should
be followed for those aircraft components identified in such published
recommendations.
2. Adequate storage racks should be provided and strong enough to hold
aircraft components and provide sufficient support for large aircraft
components such that the component is not damaged during storage.
3. All aircraft components, wherever practicable, should remain packaged in
their protective material to minimise damage and corrosion during storage.
A shelf life control system should be utilised and identity tags used to
identify components.
4. Segregation means storing unserviceable components in a separate
secured location from serviceable components.
5. Segregation and management of any unserviceable component should be
ensured according to the pertinent procedure approved to that
organisation.
6. Procedures should be defined by the organisation describing the decision
process for the status of unserviceable components. This procedure should
identify at least the following:
- role and responsibilities of the persons managing the decision process;
- description of the decision process to chose between maintaining,
storing or mutilating a component;
- traceability of decision
7. Once unserviceable components or materials have been identified as
unsalvageable in accordance with M.A.504 (c), the organisation should
establish secure areas in which to segregate such items and to prevent
unauthorised access. Unsalvageable components should be managed
through a procedure to ensure that these components receive the
appropriate final disposal according to M.A.504 (d) or (e). The person
responsible for the implementation of this procedure should be identified.

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M.A.606 Personnel Requirements

a) The organisation shall appoint an accountable manager, who has
corporate authority for ensuring that all maintenance required by the
customer can be financed and carried out to the standard required by this
CAR.
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 paragraph (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,airworthiness
reviews and development of maintenance programmes shall be
demonstrated and recorded.
f) Personnel who carry out specialised tasks such as welding, non-
destructive testing/ inspection other than colour contrast shall hold be
qualified in accordance with officialy recognized standard.
g) The maintenance organisation shall have sufficient certifying staff to issue
certificates of release to service for aircraft and components provided for
in points M.A.612 and M.A.613. The certifying staff shall comply with the
requirements of CAR 66.
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 commercial operations,
subject to appropriate procedures to be approved as part of the
organisation’s manual:

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

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

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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) If the organisation performs airworthiness reviews and issues the
corresponding airworthiness review certificate for Category 1 Light aircraft
not involved in commercial operations in accordance with M.A.901(l), it
shall have airworthiness review staff qualified and authorised in
accordance with M.A.901(l)1.
(j) If the organisation is involved in the development and processing of
approval of the maintenance programme for Category 2 Light aircraft not
involved in commercial operations in accordance with M.A.201(e)(ii), it
shall have qualified staff who shall be able to show relevant knowledge
and experience.’

AMC M.A.606 (a) Personnel Requirements

With regard to the accountable manager, it is normally intended to mean the
chief executive officer of the maintenance organisation approved under
M.A. Subpart F, who by virtue of position has overall (including in particular
financial) responsibility for running the organisation. The accountable
manager may be the accountable manager for more than one organisation
and is not required to be necessarily knowledgeable on technical matters.
When the accountable manager is not the chief executive officer, DGCA will
need to be assured that such an accountable manager has direct access to
chief executive officer and has a sufficiency of maintenance funding
allocation.

AMC M.A.606 (b) Personnel Requirements

1. Dependent upon the size of the organisation, the functions may be

subdivided under individual managers or combined in any number of
ways.
2. The maintenance organisation should have, dependent upon the extent
of approval, an aircraft maintenance manager, a workshop manager all of
whom should report to the accountable manager. In small maintenance
organisations any manager may also be the accountable manager, and
may also be the aircraft maintenance manager or the workshop manager.

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3. The aircraft maintenance manager is responsible for ensuring that all

maintenance required to be carried out, plus any defect rectification
carried out during aircraft maintenance, is carried out to the design and
quality standards specified in this CAR.The aircraft maintenance manager
is also responsible for any corrective action resulting from the M.A.616
organisational review.
4. The workshop manager is responsible for ensuring that all work on aircraft
components is carried out to the standards specified in this CAR and also
responsible for any corrective action resulting from the M.A.616
organisational review.
5. Notwithstanding the example sub-paragraphs 2 - 4 titles, the organisation
may adopt any title for the foregoing managerial positions but should
identify to DGCA the titles and persons chosen to carry out these
functions.
AMC M.A.606 (c) Personnel Requirements

1. All nominated persons should, in the normal way, be expected to satisfy

DGCA that they possess the appropriate experience and qualifications
which are listed in paragraphs 2.1 to 2.5 below.

2. All nominated persons should have:

2.1. practical experience and expertise in the application of aviation safety

standards and safe maintenance practices;
2.2. comprehensive knowledge of:

(a) CAR M and any associated requirements and procedures;

(b) the maintenance organisation manual;

2.3. five years aviation experience of which at least three years should be
practical maintenance experience;

2.4. knowledge of the relevant type(s) of aircraft or components maintained

This knowledge may be demonstrated by documented evidence or by an
assessment performed by the DGCA. This assessment should be
recorded.

Training courses should be as a minimum 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 DGCA;

2.5. knowledge of maintenance standards.

AMC M.A.606 (d) Personnel Requirements

1. All staff are subjected to compliance with the organisation’s procedures
specified in the maintenance organisation manual relevant to their duties.

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2. To have sufficient staff means that the approved maintenance
organisation employs or contracts staff directly, even on a volunteer basis,
for the anticipated maintenance workload.
3. Temporarily sub-contracted means the person is employed by another
organization and contracted by that organisation to the approved
maintenance organization.
AMC M.A.606 (e) Personnel Requirements
1. Personnel involved in maintenance should be assessed for competence
by 'on the job' evaluation and/or by examination relevant to their particular
job role within the organisation before unsupervised work is permitted.
2. Adequate initial and recurrent training should be provided and recorded
to ensure continued competence.

AMC M.A.606 (f) Personnel Requirements

1. Non-destructive testing means such testing specified by the type
certificate holder of the aircraft, engine or propeller in the M.A.304 (b)
maintenance data for in service aircraft/ aircraft components for the
purpose of determining the continued fitness of the product to operate
safely.
2. Appropriately qualified means to level 1, 2 or 3 as defined by DGCA
Standard dependant upon the non-destructive testing function to be
carried out.
3. Notwithstanding the fact that level 3 personnel may be qualified via DGCA
standard 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 as per DGCA Standard all
examinations should be conducted by personnel or organisations under
the general control of DGCA
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 DGCA Standard. 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.

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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 M.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
DGCA Standard.
11. In this context officially recognised standard means those standards
established or published by an official body whether having legal
personality or not, which are widely recognised by the air transport sector
as constituting good practice.

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

1. For the issue of a limited certification authorisation the commander should

hold either a valid air transport pilot license (ATPL), or commercial pilots
license (CPL), or a national equivalent acceptable to the competent
authority on the aircraft type. In addition, the limited certification
authorisation is subject to the maintenance organisation manual
containing procedures to address the following:
(a) Completion of adequate maintenance airworthiness regulation
training.
(b) Completion of adequate task training for the specific task on the
aircraft. The task training should be of sufficient duration to ensure
that the individual has a thorough understanding of the task to be
completed and should involve training in the use of associated
maintenance data.
(c) Completion of the procedural training.
The above procedures should be specified in the maintenance organisation
manual and be accepted by the DGCA.
2. Typical tasks that may be certified and/or carried out by the commander
holding an ATPL or CPL are minor maintenance or simple checks
included in the following list:
(a) Replacement of internal lights, filaments and flash tubes.
(b) Closing of cowlings and refitment of quick access inspection
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panels.
(c) Role changes, e.g., stretcher fit, dual controls, FLIR, doors,
photographic equipment etc.
(d) Any check/replacement involving simple techniques consistent
with this AMC and as agreed by the DGCA
3. The authorisation should have a finite life of twelve months subject to
satisfactory recurrent training on the applicable aircraft type.

M.A.607 Certifying Staff and airworthiness review staff

(a) In addition to M.A.606(g), certifying staff can only exercise their privileges,
if the organisation has ensured:
1. that certifying staff can demonstrate that they meet the requirements for
issue of DGCA Aircraft maintenance Engineers license,
2. that certifying staff have an adequate understanding of the relevant
aircraft and/or aircraft component(s) to be maintained together with the
associated organisation procedures.
(b) In the following unforeseen cases, where an aircraft is grounded at a
location other than the main base where no appropriate certifying staff is
available, the maintenance organisation contracted to provide
maintenance support may issue an one-off certification authorization as
documented in their approved organisation exposition:
1. to one of its employees holding type qualifications on aircraft of similar
technology, construction and systems; or
2. to any person with not less than three years maintenance experience and
holding a valid ICAO aircraft maintenance licence rated for t2015/1536he
aircraft type requiring certification provided there is no organisation
appropriately approved under this CAR at that location and the contracted
organisation obtains and holds on file evidence of the experience and the
licence of that person.
All such cases must be reported to DGCA within seven days after issuing
such certification authorisation. The approved maintenance organisation
issuing the one-off certification authorisation shall ensure that any such
maintenance that could affect flight safety is re-checked.
(c) The approved maintenance organisation shall record all details
concerning certifying staff and airworthiness review staff and maintain a
current list of all certifying and airworthiness review staff together with
their scope of approval as part of the organisation’s manual pursuant to
point M.A.604 (a) 5.

AMC M.A.607 Certifying Staff and airworthiness review staff

1. Adequate understanding of the relevant aircraft and/or aircraft
component(s) to be maintained together with the associated organisation
procedures means that the person has received training and has relevant

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maintenance experience on the product type and associated organisation
procedures such that the person understands how the product functions, what
are the more common defects with associated consequences.

2. All prospective certifying staffs are required to be assessed for

competence, qualification and capability related to intended certifying
duties. Competence and capability can be assessed by having the person
work under the supervision of another certifying person for sufficient time
to arrive at a conclusion. Sufficient time could be as little as a few weeks
if the person is fully exposed to relevant work. The person need not be
assessed against the complete spectrum of intended duties. When the
person has been recruited from another approved maintenance
organisation and was a certifying person in that organisation then it is
reasonable to accept a written confirmation from the previous
organisation.

3. The organisation should hold copies of all documents that attest to

qualification, and to recent experience.

AMC M.A.607 (c) Certifying staff

4. The following minimum information as applicable should be kept on
record in respect of each certifying person:
(a) name;
(b) date of birth;
(c) basic training;
(d) type training;
(e) recurrent training;
(f) specialised training;
(g) experience;
(h) qualifications relevant to the approval;
(i) scope of the authorization and personal authorization reference;
(j) date of first issue of the authorisation;
(k) if appropriate - expiry date of the authorisation.

2. The following minimum information, as applicable, should be kept on

record in respect of each airworthiness review person:
(a) name;
(b) date of birth;
(c) certifying staff authorisation;

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(d) experience as certifying staff on category 1 light aircraft;
(e) qualifications relevant to the approval (knowledge of relevant parts of
CAR-M and knowledge of the relevant airworthiness review
procedures);
(f) scope of the airworthiness review authorisation and personal
authorisation reference;
(g) date of the first issue of the airworthiness review authorisation; and
(h) if appropriate, expiry date of the airworthiness review authorisation
3. Persons authorised to access the system should be maintained at a
minimum to ensure that records cannot be altered in an unauthorised
manner or that such confidential records become accessible to
unauthorised persons.
4. DGCA should be granted access to the records as and when required.

M.A.608 Components, Equipment and Tools

(a) The organisation shall:

1. hold the equipment and tools specified in the maintenance data described
in point M.A.609 or verified equivalents as listed in the maintenance
organisation manual as necessary for day-to-day maintenance within the
scope of the approval; and,
2. demonstrate that it has access to all other equipment and tools used only
on an occasional basis.
(b) Tools and equipment shall be controlled and calibrated to an officially
recognized standard. Records of such calibrations and the standard used
shall be kept by the organisation.
(c) The organisation shall inspect, classify and appropriately segregate all
incoming components, standard parts and materials.

AMC M.A.608 (a) Components, Equipment and Tools

1. Once the applicant for M.A. Subpart F approval has determined the
intended scope of approval for consideration by DGCA, it will be
necessary to show that all tools and equipment as specified in the
maintenance data can be made available when needed.

2. All such tools should be clearly identified and listed in a control register
including any personal tools and equipment that the organisation agrees
can be used.

3. For tools required on an occasional basis, the organisation should ensure

that they are controlled in terms of servicing or calibration as required.

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AMC M.A.608 (b) Components, Equipment and Tools

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

2. Inspection, service or calibration on a regular basis should be in

accordance with the equipment manufacturers' instructions except where
the M.A. Subpart F organization can show by results that a different time
period is appropriate in a particular case.

3. In this context officially recognised standard means those standards

established or published by an official body whether having legal
personality or not, which are widely recognised by the air transport sector
as constituting good practice.

M.A.609 Maintenance Data

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

AMC M.A.609 Maintenance Data

When an organisation uses customer provided maintenance data, the scope of

approval indicated in the maintenance organisation manual should be limited
to the individual aircraft covered by the contracts signed with those customers
unless the organisation also holds its own complete set of maintenance data
for that type of aircraft.
M.A.610 Maintenance Work Orders

Before the commencement of maintenance a written work order shall be

agreed between the organisation and the organisation requesting maintenance
to clearly establish the maintenance to be carried out.
AMC M.A.610 Maintenance Work Orders
A written work order” may take the form of, but not limited to, the following:
- A formal document or form specifying the work to be carried out. This form
may be provided by the continuing airworthiness management
organization managing the aircraft, or by the maintenance organisation
undertaking the work, or by the owner/operator himself

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- An entry in the aircraft log book specifying the defect that needs to be
corrected

M.A.611 Maintenance Standards

All maintenance shall be carried out in accordance with the requirements of

Section A, Subpart D of this CAR.

M.A.612 Aircraft Certificate of Release to Service

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

M.A.613 Component Certificate of Release to Service

(a) At the completion of all required component maintenance in accordance
with this Subpart a component certificate of release to service shall be
issued in accordance with point M.A.802. CA Form 1 shall be issued
except for those components maintained in accordance with points
M.A.502(b), M.A.502(d) and components fabricated in accordance with
point M.A.603 (b).
(b) The component certificate of release to service document, CA Form 1
may be generated from a computer database.

AMC M.A.613 (a) Component Certificate of Release to Service

1. An aircraft component which has been maintained off the aircraft requires
the issuance of a certificate of release to service for such maintenance
and another CRS in regard to being installed properly on the aircraft when
such action occurs. When an organisation maintains a component for use
by the same organisation, an Form CA 1 may not be necessary
depending upon the organisation’s internal release procedures defined in
the maintenance organisation exposition.

2 In the case of components in storage prior to CAR145, CAR M and CAR

21 and not released on a CA Form 1 or equivalent in accordance with
M.A.501(a) or removed serviceable from aircraft which have been
withdrawn from service, this paragraph provides additional guidance
regarding the conditions under which a CA Form 1 may be issued .
2.1 A CA Form 1 may be issued for an aircraft component which has been:

 Maintained before CAR -145, or CAR -M became effective or

manufactured before CAR-21 became effective
 Used on an aircraft and removed in a serviceable condition.
Examples include leased and loaned aircraft components.
 Removed from aircraft which have been withdrawn from service, or
from aircraft which have been involved in abnormal occurrences such
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as accidents, incidents, heavy landings or lightning strikes.
 Components maintained by an unapproved organisation.
2.2. An appropriately rated M.A. Subpart F maintenance organisation may
issue a CA Form 1 as detailed in this AMC sub-paragraph 2.5 to 2.9, as
appropriate, in accordance with the procedures detailed in the manual as
approved by DGCA. The appropriately rated M.A. Subpart F maintenance
organisation is responsible for ensuring that all reasonable measures
have been taken to ensure that only approved and serviceable aircraft
components are issued a CA Form 1 under this paragraph.
2.3. For the purposes of this paragraph 2 only, appropriately rated means an
organization with an approval class rating for the type of component or for
the product in which it may be installed.

2.4. A CA Form 1 issued in accordance with this paragraph 2 should be issued

by signing in block 14 b 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. detail of life used for service life limited parts being any combination of
fatigue, overhaul or storage life;
2.4.5. for any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the
record contains the details that would otherwise be required in block
12. The maintenance history record and acceptance test report or
statement, if applicable, should be attached to the CA Form 1
2.5. New / unused aircraft components
2.5.1. Any unused aircraft component in storage without a CA Form 1 up to
the effective date(s) for CAR 21 that was manufactured by an
organisation acceptable to DGCA at the time may be issued a CA Form
1 by an appropriately rated maintenance organisation approved under
M.A. Subpart F. The CA Form1 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 M.A. Subpart F and not a production
release under CAR 21. It is not intended to bypass the production
release procedure agreed by DGCA for parts and subassemblies
intended for fitment on the manufacturers own production line.

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(a) An acceptance test report or statement should be available for all used
and unused aircraft components that are subject to acceptance testing
after manufacturing or maintenance as appropriate.
(b) The aircraft component should be inspected for compliance with the
manufacturer’s instructions and limitations for storage and condition
including any requirement for limited storage life, inhibitors, controlled
climate and special storage containers. In addition or in the absence of
specific storage instructions the aircraft component should be
inspected for damage, corrosion and leakage to ensure good
condition.
(c) The storage life used of any storage life limited parts should be
established.
2.5.2. If it is not possible to establish satisfactory compliance with all
applicable conditions specified in subparagraph 2.5.1 (a) to (c)
inclusive the aircraft component should be disassembled by an
appropriately rated organisation and subjected to a check for
incorporated airworthiness directives, repairs and modifications and
inspected/tested in accordance with the maintenance data to establish
satisfactory condition and, if relevant, all seals, lubricants and life
limited parts replaced. Upon satisfactory completion after reassembly
a CA Form 1 may be issued stating what was carried out and the
reference to the maintenance data included.
2.6. Used aircraft components removed from a serviceable aircraft.
2.6.1. Serviceable aircraft components removed from a DGCA registered
aircraft may be issued a CA Form 1 by an appropriately rated
organisation subject to compliance with this subparagraph.
(a) The organisation should ensure that the component was removed
from the aircraft by an appropriately qualified person.
(b) The aircraft component may only be deemed serviceable if the last
flight operation with the component fitted revealed no faults on that
component/related system.
(c) The aircraft component should be inspected for satisfactory condition
including in particular damage, corrosion or leakage and compliance
with any additional maintenance data.
(d) The aircraft record should be researched for any unusual events that
could affect the serviceability of the aircraft component such as
involvement in accidents, incidents, heavy landings or lightning
strikes. Under no circumstances may a CA Form 1 be issued in
accordance with this paragraph 2.6 if it is suspected that the aircraft
component has been subjected to extremes of stress, temperatures
or immersion which could affect its operation.
(e) A maintenance history record should be available for all used
serialised aircraft components.
(f) Compliance with known modifications and repairs should be
established.
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(g) The flight hours/cycles/landings as applicable of any service life
limited parts including time since overhaul should be established.
(h) Compliance with known applicable airworthiness directives should be
established.
(i) Subject to satisfactory compliance with this subparagraph 2.6.1 a CA
Form 1 may be issued and should contain the information as specified
in paragraph 2.4 including the aircraft from which the aircraft
component was removed.

2.6.2. Serviceable aircraft components removed from a non DGCA registered

aircraft may only be issued a CA Form 1 if the components are leased or
loaned from the maintenance organisation approved under M.A. Subpart
F who retains control of the airworthiness status of the components. A CA
Form 1 may be issued and should contain the information as specified in
paragraph 2.4 including the aircraft from which the aircraft component
was removed.

2.7 Used aircraft components removed from an aircraft withdrawn from

serviceable aircraft components removed from a DGCA registered aircraft
withdrawn from service may be issued a CA Form 1 by a maintenance
organization approved under M.A. Subpart F subject to compliance with
this sub paragraph.
(a) Aircraft withdrawn from service are sometimes dismantled for spares.
This is considered to be a maintenance activity and should be
accomplished under the control of an organisation approved under M.A.
Subpart F, employing procedures approved by DGCA.
(b) To be eligible for installation components removed from such aircraft may
be issued with a CA Form 1 by an appropriately rated organisation
following a satisfactory assessment.
(c) As a minimum the assessment will need to satisfy the standards set out
in paragraphs 2.5 and 2.6 as appropriate. This should where known,
include the possible need for the alignment of scheduled maintenance
that may be necessary to comply with the maintenance programme
applicable to the aircraft on which the component is to be installed.
(d) Irrespective of whether the aircraft holds a certificate of airworthiness or
not, the organisation responsible for certifying any removed component
should satisfy itself that the manner in which the components were
removed and stored are compatible with the standards required by M.A.
Subpart F.
(e) A structured plan should be formulated to control the aircraft disassembly
process. The disassembly is to be carried out by an appropriately rated
organisation under the supervision of certifying staff, who will ensure that
the aircraft components are removed and documented in a structured
manner in accordance with the appropriate maintenance data and
disassembly plan.
(f) All recorded aircraft defects should be reviewed and the possible effects
these may have on both normal and standby functions of removed
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components are to be considered.
(g) Dedicated control documentation is to be used as detailed by the
disassembly plan, to facilitate the recording of all maintenance actions
and component removals performed during the disassembly process.
Components found to be unserviceable are to be identified as such and
quarantined pending a decision on the actions to be taken. Records of
the maintenance accomplished to establish serviceability are to form part
of the component maintenance history.
(h) Suitable M.A. Subpart F facilities for the removal and storage of removed
components are to be used which include suitable environmental
conditions, lighting, access equipment, aircraft tooling and storage
facilities for the work to be undertaken. While it may be acceptable for
components to be removed, given local environmental conditions, without
the benefit of an enclosed facility subsequent disassembly (if required)
and storage of the components should be in accordance with the
manufacturer’s recommendations.
2.8 Used aircraft components maintained by organizations not approved in
accordance with M.A.Subpart F or CAR 145
For used components maintained by a maintenance organisation not
approved under M.A. Subpart F or CAR 145, due care should be taken
before acceptance of such components. In such cases an appropriately
rated maintenance organisation approved under M A Subpart F should
established satisfactorily conditions by:
(a) Dismantaling the component for sufficient inspection in accordance with
the appropriate maintenance data;
(b) Replacing of all service life limit components when no satisfactory
evidence of life used is available and/or the components are in an
unsatisfactory condition;
(c) Reassembling and testing as necessary the component;

(d) Completing all certification requirements as specified in M.A.613.

In the case of used components maintained by an FAA Part-145 repair

station (USA) or by TCCA CAR 573 approved maintenance organisations
(Canada) that does not hold an CAR-145 or M.A. Subpart F approval, the
conditions (a) through (d) described above may be replaced by the
following conditions:

(a) availability of an 8130-3 (FAA) or TCCA 24-0078 (TCCA) or an

Authorized Release Certificate Form One (TCCA),
(b) verification of compliance with all applicable airworthiness directives,
(c) verification that the component does not contain repairs or
modifications that have not been approved in accordance with Part-21,
(d) inspection for satisfactory condition including in particular damage,
corrosion or leakage,

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(e) issuance of an CA Form 1 in compliance with paragraphs 2.2, 2.3 and
2.4.

These alleviated requirements are based on the fact that credit can be
taken for their technical capabilities and DGCA oversight,

2.9. Used aircraft components removed from an aircraft involved in an accident

or incident. Such components should only be issued with a CA Form 1
when processed in accordance with paragraph 2.7 and a specific work
order including all additional necessary tests and inspections made
necessary by the accident or incident. Such a work order may require
input from the TC holder or original manufacturer as appropriate. This
work order should be referenced in block 12.
3. A certificate should not be issued for any component when it is known
that the component is unserviceable except in the case of a component
undergoing a series of maintenance processes at several approved
maintenance organisations and the component needs a certificate for the
previous maintenance process carried out for the next approved
maintenance organisation to accept the component for subsequent
maintenance processes. In such a case, a clear statement of limitation
should be endorsed in block 12.

4. The certificate is to be used for export/import purposes, as well as for

domestic purposes, and serves as an official certificate for components
from the manufacturer/maintenance organisation to users. It should only
be issued by organisations approved by DGCA as applicable within the
scope of the approval.

M.A.614 Maintenance and airworthiness review records

(a) The approved maintenance organisation shall record all details of work
carried out. Records necessary to prove all requirements have been met
for issue of the certificate of release to service including the sub-
contractor's release documents and for the issue of any airworthiness
review certificate and recommendation shall be retained.
(b) The approved maintenance organisation shall provide a copy of each
certificate of release to service to the aircraft owner, together with a copy
of any specific 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. In
addition, it shall retain a copy of all the records related to the issue of
recommendations and airworthiness review certificates for three years
from the date of issue and shall provide a copy of them to the owner of
the aircraft.

1. The records under this paragraph shall be stored in a manner that

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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 DGCA.
AMC M.A.614 (a) Maintenance Records
1. Properly executed and retained records provide owners, operators and
maintenance personnel with information essential in controlling
unscheduled and scheduled maintenance, and troubleshooting to
eliminate the need for re-inspection and rework to establish airworthiness.
2. The prime objective is to have secure and easily retrievable records with
comprehensive and legible contents. The aircraft record should contain
basic details of all serialized aircraft components and all other significant
aircraft components installed, to ensure traceability to such installed
aircraft component documentation and associated M.A.304 maintenance
data.
3. The maintenance record can be either a paper or computer system or any
combination of both. The records should remain legible throughout the
required retention period.
4. Paper systems should use robust material which can withstand normal
handling and filing.
5. Computer systems may be used to control maintenance and/or record
details of maintenance work carried out. Computer systems used for
maintenance should have at least one backup system which should be
updated at least within 24 hours of any maintenance. Each terminal is
required to contain programme safeguards against the ability of
unauthorised personnel to alter the database.

AMC M.A.614 (c) Maintenance Records

Associated maintenance data is specific information such as repair and
modification data. This does not necessarily require the retention of all aircraft
maintenance manual, component maintenance manual, parts catalogues etc
issued by the TC holder or STC holder. Maintenance records should refer to
the revision status of the data used.

M.A.615-Privileges of the Organisation

The maintenance organisation approved in accordance with Section A,
Subpart F of this CAR, may:
(a) maintain any aircraft and/or component for which it is approved at the
locations specified in the approval certificate and the maintenance
organisation manual;
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(b) arrange for the performance of specialized services under the control of
the maintenance organisation at another organisation appropriately
qualified, subject to appropriate procedures being established as part of
the Maintenance Organisation Manual approved by DGCA 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 point M.A.612 or point M.A.613.
(e) if specifically approved to do so for Category 1 light aircraft not involved
in commercial operations,
1. perform airworthiness reviews and issue the corresponding
airworthiness review certificate, under the conditions specified in point
M.A.901(l), and
2. perform airworthiness reviews and issue the corresponding
recommendations, under the conditions specified in point M.A.901(l)
and M.A.904(a)2 and (b).
(f) develop the maintenance programme and process its approval in
accordance with point M.A.302 for Category 2 light aircraft not involved in
commercial operations, under the conditions specified in point
M.A.201(e)(ii), and limited to the aircraft ratings listed in the approval
certificate.
The organisation shall only maintain an aircraft or component for which it
is approved when all the necessary facilities, equipment, tooling, material,
maintenance data and certifying staff are available.’

GM M.A.615 Privileges of the organisation

M.A.615 states that the organisation shall only maintain an aircraft or

component for which it is approved when all the necessary facilities,
equipment, tooling, material, maintenance data, and certifying staff are
available.

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

GM M.A.615 (a) Privileges of the organisation

M.A.615(a) applies also to facilities which may not be individually approved by

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the DGCA, such as those described in AMC M.A.605(a) for Category 2 light
aircraft.
AMC M.A.615 (b) Privileges of the Organisation

M.A.615(b) refers to work carried out by another organisation which is not

appropriately approved under M.A. Subpart F or CAR-145 to carry out such
tasks.

The intent is to permit the acceptance of specialised maintenance services,

such as, but not limited to, non-destructive testing, surface treatment, heat-
treatment, welding, fabrication of specified parts for minor repairs and
modifications, etc., without the need of Subpart F approval for those tasks.

The requirement that the organisation performing the specialised services must
be “appropriately qualified” means that it should meet an officially recognised
standard or, otherwise, it should be acceptable to the DGCA (through the
approval of the Maintenance Organisation Manual).

“Under the control of the Subpart F organisation” means that the Subpart F
organisation should investigate the capability of the subcontracted organization
(including qualifications, facilities, equipment and materials) and ensure that
such organisation:

- Receives appropriate maintenance instructions and maintenance data for the

task to be performed.

- Properly records the maintenance performed in the Subpart F airworthiness

records.

- Notifies the Subpart F organisation for any deviation or non-conformity, which

has arisen during such maintenance.The certificate of release to service may
be issued either at the subcontractors or at the organisation facility by
authorised certifying staff, and always under the M.A. Subpart F organisation
reference. Such staff would normally come from the M.A. Subpart F
organisation but may otherwise be a person from the subcontractor who meets
the M.A. Subpart F organisation certifying staff standard which itself is
approved by the DGCA via the Maintenance Organisation Manual.

Subcontracted specialised services organisations should be listed in the

Maintenance Organisation Manual of the Subpart F organisation together with
their qualifications, and the associated control procedures.

M.A.616 Organisational Review

To ensure that the approved maintenance organisation continues to meet the
requirements of this Subpart, it shall organise, on a regular basis,
organisational reviews.

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AMC M.A.616 Organisational Review

1. The primary objectives of the organisational review are to enable the

approved maintenance organisation to ensure that it can deliver a safe
product and that approved maintenance organisation remains in
compliance with the requirements.

2. The approved maintenance organisation should identify:

2.1.The person responsible for the organisational review, and;

2.2.The frequency of the reviews, and;
2.3.The scope and content of the reviews, and;
2.4.The persons accomplishing the reviews, and;
2.5. The procedure for planning, performing and processing review
findings.
2.6 The procedure for ensuring corrective actions are carried out in the
appropriate time frame.

3. The organisation quality system as specified in CAR 145 provides an

acceptable basic structure for the organisational review system for
organisations with more than 10 maintenance staff, dependent upon the
complexity of the organisation.

4. Appendix VIII should be used to manage the organisational reviews.

M.A.617 Changes to the Approved Maintenance Organisation

In order to enable DGCA to determine continued compliance with this part of
the CAR, the approved maintenance organisation shall notify any proposal to
carry out any of the following changes, before such changes take place:
1. the name of the organisation;
2. the location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons specified in paragraph M.A.606(b);
6. the facilities, equipment, tools, material, procedures, work scope,
certifying staff and airworthiness review 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.

AMC M.A.617 Changes to the Approved Maintenance Organization

DGCA should be given adequate notification of any proposed changes in order

to enable the maintenance organisation to remain approved if agreed by DGCA
during negotiations about any of the specified changes. Without this paragraph
the approval would automatically be suspended in all cases.

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M.A.618 Continued Validity of Approval

(a) An approval shall be issued for a maximum period of five years unless
otherwise specified.
It shall remain valid subject to:
1. the organisation remaining in compliance with this part of CAR, in
accordance with the provisions related to the handling of findings as
specified under M.A.619, and;
2. DGCA being granted access to the organization to determine continued
Compliance with this part CAR, and;
3. the approval not being surrendered or revoked;
(b) Upon surrender or revocation, the approval certificate shall be returned to
DGCA.

M.A.619 Findings

(a) A level 1 finding is any significant non-compliancse with CAR-M

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

(c) After receipt of notification of findings according to point M.B.605, the

holder of the maintenance organisation approval shall define a corrective
action plan and demonstrate corrective action to the satisfaction of DGCA
within a period of 7 days and 30 days for level 1 & level 2 findings
respectively including appropriate corrective action to prevent recurrence
of the finding and its root cause.

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SUBPART G

CONTINUING AIRWORTHINESS MANAGEMENT

ORGANISATION

M.A.701 Scope
This Subpart establishes the requirements to be met by an organisation to
qualify for the issue or continuation of an approval for the management of
aircraft continuing airworthiness.

M.A.702 Application
An application for issue or variation of a continuing airworthiness management
organisation approval shall be made on a CA Form 2 (Appendix IX to this CAR).

AMC M.A.702 Application

An application for issue, variations and renewal of a continuing airworthiness
management organisation approval shall be made on a CA Form 2 (Appendix
IX).
The CA Form 2 is valid for the application for M.A. Subpart F, CAR-145 and
M.A. Subpart G organisations. Organisations applying for several approvals
may do so using a single CA Form 2

M.A.703 Extent of Approval

(a) The approval is indicated on a certificate included in Appendix VI issued
by DGCA.
(b) Notwithstanding paragraph (a), for air operator certified in accordance
with Schedule XI , the approval shall be part of the air operator
certificate/permit issued by DGCA, 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.A.704.
M.A.704 Continuing Airworthiness Management Exposition
(a) The continuing airworthiness management organisation shall provide a
continuing airworthiness management exposition containing the following
information:
1. a statement signed by the accountable manager to confirm that the
organisation will work in accordance with this CAR and the exposition at
all times, and;
2. the organisation’s scope of work, and;
3. the title(s) and name(s) of person(s) referred to in points M.A.706(a),
M.A.706(c), M.A.706(d) and M.A.706(i);

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4. an organisation chart showing associated chains of responsibility
between all the person(s) referred to in points M.A.706(a), M.A.706(c),
M.A.706(d) and M.A.706(i);
5. a list of airworthiness review staff refered to in paragraph M.A.707, and
6. a general description and location of the facilities, and;
7. procedures specifying how the continuing airworthiness management
organisation ensures compliance with this CAR, and;
8. the continuing airworthiness management exposition amendment procedures.
9. the list of approved aircraft maintenance programmes, or, for aircraft not
used by licenced air operator certified in accordance with schedule XI, the
list of “generic” and “baseline” maintenance programmes.
(b) The continuing airworthiness management exposition and its
amendments shall be approved by DGCA.
(c) Notwithstanding paragraph (b), minor amendments to the exposition may
be approved indirectly through an indirect approval procedure. Provided
the amendments are submitted to DGCA local office atleast 15 days
before their affectivity and the procedure is documented. The indirect
approval procedure shall define the minor amendment eligible, be
established by the continuing airworthiness management organisation as
part of the exposition and be approved by the competent authority
responsible for that continuing airworthiness management organization
(d) Copies of all amendments to the exposition shall be furnished promptly to
all organizations or persons to whom the manual has been issued.

AMC1 M.A.704 Continuing Airworthiness Management Exposition

1. The purpose of the continuing airworthiness management exposition is to
set forth the procedures, means and methods of the continuing
airworthiness management organisation. Compliance with its contents
will assure compliance with CAR M requirements.
2. A continuing airworthiness management exposition should comprise:
Part 0 General organisation
Part 1 Continuing airworthiness procedures
Part 2 Quality system or organisational review (as applicable)
Part 3 Contracted maintenance (for operators) – management of
maintenance (liaison with maintenance organisations.
Part 4 Airworthiness review procedures (if applicable)
3. Personnel should be familiar with those parts of the continuing
airworthiness management exposition that are relevant to their tasks.
4. The continuing airworthiness management organization should specify in
the exposition who is responsible for the amendment of the document.
Unless otherwise agreed by the DGCA, the person responsible for the
management of the quality system or for the organisational review should
be responsible for monitoring and amending the continuing airworthiness
management exposition, including associated procedure’s manuals, and
the submission of proposed amendments to the DGCA. DGCA may agree
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to a procedure, and its agreement will be stated in the amendment control
section of the continuing airworthiness management exposition defining the
class of amendments, which can be incorporated without the prior consent of
the DGCA (‘indirect approval procedure’).
5. The continuing airworthiness management organisation may use
electronic data processing (EDP) for the publication of the continuing
airworthiness management exposition. The continuing airworthiness
management exposition should be made available to the DGCA in a form
acceptable to the DGCA. Attention should be paid to the compatibility of
the EDP publication systems with the necessary dissemination, both
internally and externally, of the continuing airworthiness management
exposition.
6. The continuing airworthiness management exposition should contain
information, as applicable, on how the continuing airworthiness
management organisation complies with CDCCL instructions.
7. Appendix V to AMC M.A.704 contains an example of a continuing
airworthiness management exposition layout.’

AMC2 M.A.704 Continuing airworthiness management exposition

Exposition Layout for a CAMO holding a Maintenance Organisation

Approval
1. Where continuing airworthiness management organisation 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 continuing airworthiness management
organisation and CAR 145 organisation:

CAR -145 Exposition (See Equivalent paragraphs in AMC 145. A .70 (a)
Part 0 General organisation
Part 1 Management
Part 2 Maintenance procedures
Part L2 Additional line maintenance procedures
Part 3 Quality system and/or organisational review (as applicable). This
chapter should cover the functions specified in M.A.712 ‘Quality system’
and 145.A.65 ‘Safety and quality system
Part 4 Contracts.
This chapter should include:
— the contracts of the continuing airworthiness management
organisation. With the owners/operators as per Appendix I to Part-M;

— the continuing airworthiness management organisation procedures for

the management of maintenance and liaison with maintenance
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organisations
Part 5 Appendices (sample of documents)
Part 6 Continuing airworthiness management procedures
Part 7 Other Regulatory supplement (if applicable)
Part 8 – Reserved
Part 9 Airworthiness review procedures (if applicable)
5. Example for a combined continuing airworthiness management
organisation and M.A. Subpart F organisation:
Part 0 General organisation
Part 1 General
Part 2 Description
Part 3 General procedures
Part 4 Working procedures
This part should contain, among other things, procedures for quality
system or organisation review, as applicable.
Part 5 Appendices
Part 6 Continuing airworthiness management procedures
Part 7 Airworthiness review procedures (if applicable.)

AMC M.A 704(a)(2) Continuing airworthiness management exposition

1. Part 0 ‘General organisation’ of the continuing airworthiness management

exposition should include a corporate commitment by the continuing
airworthiness management organisation, 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 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
DGCA, continuing airworthiness management organisation 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.
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It is understood that the DGCA will approve this organisation whilst the DGCA
is satisfied that the procedures are followed and the work standard is
maintained. It is understood that the DGCA reserves the right to suspend, limit
or revoke the continuing airworthiness management organisation approval or
the air operator certificate, as applicable, if the DGCA has evidence that the
procedures are not followed and standards not upheld.

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

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

Accountable manager and (quote position)

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

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 as part of the acceptance by the DGCA. Failure to carry out
this action invalidates the continuing airworthiness management organisation
approval or the air operator certificate.

M.A.705 Facilities

The continuing airworthiness management organisation shall provide suitable

office accommodation at appropriate locations for the personnel specified in
M.A.706.

AMC M.A.705 Facilities

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

M.A.706 Personnel Requirements

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

(b) For air operator certified in accordance with schedule XI accountable

manager referred to in point (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.

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(c) 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.
(d) For air operator certified in accordance with schedule XI of aircraft rule
1937, 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 paragraph (c).
(e) The nominated post holder referred to in paragraph (d) shall not be
employed by a CAR -145 approved organisation under contract to the
operator, unless specifically agreed by DGCA.
(f) The organisation shall have sufficient appropriately qualified staff for the
expected work.
(g) All paragraph (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) For organisations extending airworthiness review certificates in
accordance with points M.A.711 (a) 4 and M.A.901(f), the organisation
shall nominate persons authorised to do so, subject to approval by DGCA.
(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 M.A.706 (a), M.A.706(c), M.A.706 (d) and
M.A.706 (i).
(k) For complex motor-powered aircraft and for aircraft used by air operator
certified in accordance with schedule XI of aircraft rule 1937 , 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 DGCA.

AMC M.A.706 Personnel Requirements

1. The person or group of persons should represent the continuing
airworthiness management structure of the organisation and be
responsible for all continuing airworthiness functions. Dependent on the
size of the operation and the organisational set-up, the continuing
airworthiness functions may be divided under individual managers or
combined in nearly any number of ways. However, if a quality system is
in place it should be independent from the other functions.
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, EDTO) and the amount and complexity of maintenance contracting.
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Consequently, the number of persons needed, and their qualifications may differ
greatly from one organisation to another and a simple formula covering the
whole range of possibilities is not feasible.

3. To enable DGCA 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 DGCA. ‘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 CAR-147 organisation, by the manufacturer, or by any
other organisation accepted by the DGCA.
“Relevant sample” means that these courses should cover typical
systems embodied in those aircraft being within the scope of approval.
For all balloons and any other aircraft of 2730 Kg MTOM and below the
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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 competent authority.
This assessment should be recorded
4.8. knowledge of maintenance methods.
4.9. knowledge of applicable regulations

AMC M.A.706(a) Personnel Requirements

Accountable manager is normally intended to mean the chief executive officer

of the continuing airworthiness management organisation approved under
M.A. Subpart G, who by virtue of position has overall (including in particular
financial) responsibility for running the organisation. The accountable manager
may be the accountable manager for more than one organisation and is not
required to be knowledgeable on technical matters. When the accountable
manager is not the chief executive officer, DGCA will need to be assured that
such an accountable manager has direct access to the chief executive officer
and has a sufficiency of continuing airworthiness funding allocation.

AMC M.A.706 (e) Personnel Requirements

1. DGCA shall only accept that the nominated post holder be employed by
the organisation approved under CAR 145 when it is manifest that he/she
is the only available competent person in a position to exercise this
function, within a practical working distance from the operator’s offices.

2. This paragraph only applies to contracted maintenance and therefore

does not affect situations where the organisation approved under CAR
145 and the operators are the same organisation.

AMC M.A.706 (f) Personnel Requirements

Additional training in fuel tank safety as well as associated inspection standards

and maintenance procedures should be required of continuing airworthiness
management organizations’ technical personnel, especially the staff involved
with the management of CDCCL, Service Bulletin assessment, work planning
and maintenance programme management. DGCA guidance is provided for
training to Continuing Airworthiness Management Organizations’ continuing
airworthiness personnel in Appendix XII to AMC to M.A.706 (f) and M.B.102(c)

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AMC M.A.706 (i) Personnel Requirements

The approval by the DGCA of the exposition, containing in M.A. 704(a)3 the list
of M.A.706(i) personnel, constitutes their formal acceptance by DGCA and also
their formal authorisation by the organisation.

Airworthiness review staff are automatically recognised as persons with

authority to extend an airworthiness review certificate in accordance with
M.A.711(a)4 and M.A.901(f).

AMC M.A.706 (k) Personnel Requirements

Adequate initial and recurrent training should be provided and recorded to

ensure continued competence
M.A.707 Airworthiness Review Staff
(a) To be approved to carry out airworthiness reviews, an approved
continuing airworthiness management organisation shall have
appropriate airworthiness review staff to issue airworthiness review
certificates or recommendations referred to in Subpart I, Section A of this
CAR.

1. For aircraft used by air operator certified in accordance with schedule XI

of aircraft rule 1937 , and aircraft above 2730 kg MTOM, except balloons,
these staff shall have acquired:

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

(b) an appropriate licence in compliance with CAR 66 or an aeronautical
degree or equivalent, and;
(c) formal aeronautical maintenance training, and;
(d) a position within the approved organisation with appropriate
responsibilities.
(e) Notwithstanding points “a” to “d”, the requirement laid down in point
M.A.707(a)1b may be replaced by five years of experience in
continuing airworthiness additional to those already required by point
M.A.707(a)1a.

2. For aircraft not used by air operator certified in accordance with schedule
XI of aircraft rule 1937 of 2730 kg MTOM and below, and balloons, these
staff shall have acquired:
(a) at least three years experience in continuing airworthiness, and;
(b) an appropriate licence in compliance with CAR 66 or an
aeronautical degree or equivalent, and;
(c) appropriate aeronautical maintenance training, and;
(d) a position within the approved organisation with

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appropriate responsibilities;
(e) Notwithstanding points “a” to “d”, the requirement laid down in point
M.A.707(a)2b may be replaced by four years of experience in
continuing airworthiness additional to those already required by point
M.A.707(a)2a.
(b) Airworthiness review staff nominated by the approved continuing
airworthiness management organisation can only be issued an
authorisation by the approved continuing airworthiness management
organisation when formally accepted by DGCA after satisfactory
completion of an airworthiness review under supervision of the DGCA or
under the supervision of the organisation's airworthiness review staff in
accordance with a procedure approved by the DGCA.

(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.

AMC M.A.707 (a) Airworthiness Review Staff

1. Airworthiness review staff are only required if the M.A. Subpart G

organization wants to be granted M.A.711 (b) airworthiness review

2. “Experience in continuing airworthiness” means any appropriate

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

3. A person qualified to the AMC M.A.706 subparagraph 4.5 should be

considered as holding the equivalent to an aeronautical degree.

4. An appropriate licence in compliance with CAR-66 in any one of the

following:
- a category B1 licence in the subcategory of the aircraft reviewed, or
- a category B2 or C licence, or
- in the case of piston-engine non-pressurised aeroplanes of 2 000 kg
MTOM and below, a category B3 licence.

It is not necessary to satisfy the experience requirements of CAR-66 at the

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time of the review.

5. To hold a position with appropriate responsibilities means the

airworthiness review staff should have a position in the organisation
independent from the airworthiness management process or with overall
authority on the airworthiness management process of complete aircraft.

Independence from the airworthiness management process may be achieved,

among other ways, by:

 Being authorised to perform airworthiness reviews only on aircraft for which

the person has not participated in their management. For example,
performing airworthiness reviews on a specific model line, while being
involved in the airworthiness management of a different model line.

 M.A. Subpart G organisations with CAR-145/M.A.Subpart F approval, may

nominate maintenance personnel from their CAR-145/M.A. Subpart F
organisation as airworthiness review staff, as long as they are not involved
in the airworthiness management of the aircraft. These personnel should not
have been involved in the release to service of that particular aircraft (other
than maintenance tasks performed during the physical survey of the aircraft
or performed as a result of findings discovered during such physical survey)
to avoid possible conflict of interests.

 Nominating as airworthiness review staff personnel from the Quality

Department of the continuing airworthiness management organisation.

Overall authority on the airworthiness management process of complete

aircraft may be achieved, among other ways, by:

 Nominating as airworthiness review staff the Accountable Manager or the

Maintenance Postholder.

 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 has always overall

authority. This means that this person can be nominated as airworthiness
review staff.

AMC M.A.707 (a) (1) AIRWORTHINESS REVIEW STAFF

For all aircraft used by air operator certified in accordance with schedule XI of
aircraft rule 1937 and for any other aircraft, other than balloons, above 2730 kg
MTOM, formal aeronautical maintenance training means training (internal or
external) supported by evidence on the following subjects:

 Relevant parts of initial and continuing airworthiness regulations.

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 Relevant parts of operational requirements and procedures, if applicable.
 The organisation’s continuing airworthiness management exposition.

 Knowledge of a relevant sample of the type(s) of aircraft gained through a

formalised training course. These courses should be at least at a level
equivalent to CAR-66 Appendix III Level 1 General Familiarisation and
could be imparted by a CAR-147 organisation, by the manufacturer, or by
any other organization accepted by the DGCA.

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

 Maintenance methods.

AMC M.A.707 (a) (2) AIRWORTHINESS REVIEW STAFF

For all balloons and any other aircraft of 2730 Kg MTOM and below, not by air
operator certified in accordance with schedule XI of aircraft rule 1937,

1. “experience in continuing airworthiness” can be full-time or part-time,

either as professional or on a voluntary basis.

2. Appropriate aeronautical maintenance training means demonstrated

knowledge of the following subjects:

 Relevant parts of initial and continuing airworthiness regulations.

 Relevant parts of operational requirements and procedures, if applicable.

 The organisation’s continuing airworthiness management exposition.

 Knowledge of a relevant sample of the type(s) of aircraft gained through

training and/or work experience. Such knowledge should be at least at a
level equivalent to 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 DGCA.

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

 Maintenance methods.

This knowledge may be demonstrated by documented evidence or by an

assessment performed by the DGCA or by other airworthiness review staff
already authorised within the organisation in accordance with approved
procedures. This assessment should be recorded.

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AMC M.A.707 (b) AIRWORTHINESS REVIEW STAFF

The formal acceptance by the DGCA of the airworthiness review staff is granted
through the corresponding CA Form 4.

If the airworthiness review is performed under the supervision of existing

airworthiness review staff, evidence should be provided to the DGCA together
with CA Form 4. If satisfied, the DGCA will issue the formal acceptance through
CA Form 4.

Once the airworthiness review staff has been accepted by the DGCA, the
inclusion of their name in the exposition (refer to M.A.704(a)5) constitutes the
formal authorisation by the organisation.

AMC M.A.707 (c) AIRWORTHINESS REVIEW STAFF

In order to keep the validity of the airworthiness review staff authorisation, the
airworthiness review staff should have either:

 been involved in continuing airworthiness management activities for at

least sixmonths in every two year period, or
 conducted at least one airworthiness review in the last twelve month
period.

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

AMC M.A.707 (e) AIRWORTHINESS REVIEW STAFF

The minimum content of the airworthiness review staff record should be:
- Name,
- Date of Birth,
- Basic Education,
- Experience,

Aeronautical Degree and/or CAR-66 qualification and/or nationally-

recognised maintenance personnel qualification,
- Initial Training received,
- Type of Training received,
- Continuation Training received,
- Experience in continuing airworthiness and within the organisation,
- Responsibilities of current role in the organisation,
- Copy of the authorisation.

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M.A.708 Continuing Airworthiness Management

(a) All continuing airworthiness management shall be carried out according

to the prescriptions of M.A Subpart C.
(b) For every aircraft managed, the approved continuing airworthiness
management organisation shall:
1. develop and control a maintenance programme for the aircraft managed
including any applicable reliability programme,
2. Present the aircraft maintenance programme and its amendments to
DGCA for approval, unless covered by an indirect approval procedure in
accordance with point M.A.302(c), and for aircraft not used by air operator
certified in accordance with Schedule XI of aircraft rule 1937 provide a
copy of the programme to the owner /operator responsible in accordance
with M.A.201.
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
M.A. Subpart H, of this CAR.
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 the compliance of all applicable Airworthiness requirements
covered in CAR Section -2 and other sections of CAR related to continuing
Airworthiness.
(c) In the case of, complex motor-powered aircraft or aircraft used for
commercial air transport, or aircraft used for commercial specialised
operations or commercial approved training organisation operations, when
the continuing airworthiness management organisation is not appropriately
approved to CAR -145, or M.A. Subpart-F, the organisation shall in
consultation with the operator, establish a written maintenance contract
with a CAR 145 or M.A. Subpart-F approved organisation or another
operator, detailing the functions specified under M.A.301-2, M.A.301-3,
M.A.301-5 and M.A.301-6, ensuring that all maintenance is ultimately
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carried out by a CAR 145 or M.A. Subpart-F approved maintenance
organisation and defining the support of the quality functions of
M.A.712(b).The aircraft base, scheduled line maintenance and engine
maintenance contracts, together with all amendments, shall be accepted
by DGCA.
(d) Notwithstanding point (c), the contract may be in the form of individual work
orders addressed to the CAR-145 or CAR M.A. Subpart-F maintenance
organisation in the case of:
1. an aircraft requiring unscheduled line maintenance,
2. component maintenance, including engine maintenance.
GM M.A.708 Continuing airworthiness management

The continuing airworthiness management organisation should have adequate

knowledge of the design status (type specification, customer options,
airworthiness directives (ADs), airworthiness limitations contained in the aircraft
instructions for continuing airworthiness, modifications, major repairs,
operational equipment) and of the required and performed maintenance. The
status of aircraft design and maintenance should be adequately documented to
support the performance of the quality system.

For CS-25 / FAR -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).
AMC M.A.708 (b) 3 CONTINUING AIRWORTHINESS MANAGEMENT

When managing the approval of modifications or repairs the organisation should

ensure that Critical Design Configuration Control Limitations are taken into
account.

GM M.A.708(b)(4) Continuing airworthiness management

This requirement means that the continuing airworthiness management

organisation is responsible for determining what maintenance is required, when
it has to be performed, by whom and to what standard in order to ensure the
continued airworthiness of the aircraft.

AMC1 M.A.708(c) Continuing airworthiness management

1. In case of complex motor-powered aircraft, aircraft used for commercial air

transport operations, aircraft used for commercial specialised operations
and aircraft used by commercial approved training organisation, the
provisions of M.A.201 establish that a continuing airworthiness
management organisation is required. This continuing airworthiness
management organisation is in charge of the continuing airworthiness
management and this includes the tasks specified in M.A.301 points (2),
(3), (5) and (6). If the continuing airworthiness management organization
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does not hold the appropriate maintenance organisation approval (Subpart
F organisation approval or a CAR-145 approval), then the continuing
airworthiness management organisation should conclude a contract with
the appropriate organisation(s).

2. The continuing airworthiness management organisation bears the

responsibility for the airworthy condition of the aircraft for which it performs
the continuing airworthiness management. Thus, it should be satisfied
before the intended flight that all required maintenance has been properly
carried out.

3. The continuing airworthiness management organisation should agree with

the operator on the process to select a maintenance organisation before
concluding any contract with a maintenance organisation.
4. The fact that the continuing airworthiness management organisation has
contracted a maintenance organisation approved under Subpart F or CAR-
145 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 continuing airworthiness management
organisation 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 arises between the parties concerned that could result
in a situation where work that has an effect 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 are taken on their accomplishment, airworthiness
directives are accomplished 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 this AMC gives further details on the subject.

AMC2 M.A.708(c) Continuing airworthiness management

MAINTENANCE CONTRACT WITH ANOTHER CAMO/OPERATOR

1. The purpose of M.A.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 continuing airworthiness management
organisation by simplifying the management of its maintenance, and the
continuing airworthiness management organisation keeps an appropriate

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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 continuing airworthiness
management organisation’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 continuing airworthiness
management organisation from ensuring that all maintenance is performed
by appropriately approved organisations which comply with the M.A.201
continuing airworthiness responsibility requirements. Typical examples of
such arrangements are the following:
— Component maintenance:
The continuing airworthiness management organisation 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
maintenance organisations approved under CAR-145. The benefit for the
continuing airworthiness management organisation is that the
management of maintenance is simplified by having a single point of
contact for component maintenance. The continuing airworthiness
management organisation emains responsible for ensuring that all
maintenance is performed by maintenance organisations approved under
CAR-145 and in accordance with the approved standards.

— Aircraft, engine and component maintenance:

The continuing airworthiness management organisation may wish to have
a maintenance contract with a secondary operator/CAMO not approved
under CAR-145 for the same type of aircraft. A typical case is that of a dry-
leased aeroplane between operators where the parties, for consistency or
continuity reasons (especially for short-term lease agreements), find it
appropriate to keep the aeroplane under the current maintenance
arrangement. Where this arrangement involves various CAR-145
approved contractors, it might be more manageable for the lessee
continuing airworthiness management organisation to have a single
maintenance contract with the lessor operator/CAMO. Whatever type of
acceptable maintenance contract is concluded, the continuing
airworthiness management organisation is required to exercise the same
level of control on contracted maintenance, particularly through the
M.A.706(c) continuing airworthiness management group of persons and
quality system continuing airworthiness management organisation as
referred to in M.A.712.

GM M.A.708(c) Continuing airworthiness management

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

AMC M.A.708(d) Continuing Airworthiness Management

The intent of this paragraph is that maintenance contracts are not necessary
when the continuing airworthiness, management exposition specifies that the
relevant maintenance activity may be ordered through one-time work orders.
This includes unscheduled line maintenance and may also include component
maintenance up to engines, as long as the maintenance is manageable through
work orders, both in terms of volume and complexity. It should be noted that this
paragraph implies that even where base maintenance is ordered on a case-by-
case basis, there should be a written maintenance contract.

M.A.709 Documentation
(a) The approved continuing airworthiness management organisation shall
hold and use applicable current maintenance data in accordance with point
M.A.401 for the performance of continuing airworthiness tasks referred to
in point M.A.708. This data may be provided by the owner or the operator,
subject to an appropriate contract being established with such an owner or
operator. In such case, the continuing airworthiness management
organisation only needs to keep such data for the duration of the contract,
except when required by point M.A.714.
(b) For aircraft not involved in commercial air transport, the approved
continuing airworthiness management organisation may develop
“baseline” and/or “generic” maintenance programmes in order to allow for
the initial approval and/or the extension of the scope of an approval without
having the contracts referred to in Appendix I to CAR-M. These “baseline”
and/or “generic” maintenance programmes however do not preclude the
need to establish an adequate Aircraft Maintenance Programme in
compliance with point M.A.302 in due time before exercising the privileges
referred to in point M.A.711.’

AMC M.A.709 DOCUMENTATION

When using maintenance data provided by the customer, the continuing

airworthiness management organisation is responsible for ensuring that this
data is current. As a consequence, it should establish appropriate procedures
or provisions in the contract with the customer.

The sentence “…, except when required by point M.A.714”, means, in particular,
the need to keep a copy of the customer data which was used to perform
continuing airworthiness activities during the contract period.

“Base line” maintenance programme: it is a maintenance programme developed

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for a particular aircraft type following, where applicable, the maintenance review
board (MRB) report, the type certificate holder’s maintenance planning
document (MPD), the relevant chapters of the maintenance manual or any other
maintenance data containing information on scheduling.

“Generic” maintenance programme: it is a maintenance programme developed

to cover a group of similar types of aircraft. These programmes should be based
on the same type of instructions as the baseline maintenance programme.
Examples of “generic” maintenance programmes could be Cessna 100 Series
(covering Cessna 150, 172, 177, etc.).

“Base line” and “generic” maintenance programmes are not applicable to a

particular aircraft registration mark, but to an aircraft type or group of types, and
should be available to the DGCA prior to the initial approval and prior to the
extension of the scope of an existing organisation approval. The intent is that
the DGCA is aware of the scope and complexity of tasks that will be managed
before granting an organisation approval or change of approval.

After this initial approval, when an owner/operator is contracted, the baseline or

generic maintenance programme, as applicable, may be used to establish the
M.A.302 aircraft maintenance programme, incorporating the additional
maintenance tasks and indicating those which are not applicable to a particular
aircraft registration mark. This may be achieved by adding an Annex to the
baseline/generic maintenance programme for each aircraft registration,
specifying which tasks are added and which are not applicable. This will result
in an aircraft maintenance programme specific for each customer.

However, this does not mean that this adaptation must be performed for each
contracted aircraft registration. The reason is that the customer may already
have an approved aircraft maintenance programme, which in that case should
be used by the continuing airworthiness management organisation to manage
the continuing airworthiness of such aircraft.

Continuing airworthiness management organisations may seek authorisation for

indirect approval in order to amend the aircraft maintenance programme
mentioned above in accordance with M.A.302(c). The indirect approval
procedure should include provisions to notify to the DGCA that an aircraft
maintenance programme specific for a customer has been created. The reason
is that, according to M.A.704 (a) 9, for aircraft not used by air operator certified
in accordance with schedule XI of aircraft rule 1937, the Continuing
Airworthiness Management Exposition (CAME) only needs to include the
reference to the baseline/generic maintenance programme.

GM M.A.709 Documentation

Paragraph M.A.709(a) refers to continuing airworthiness tasks referred to in

M.A.708. As a consequence, this covers continuing airworthiness management
tasks but not airworthiness reviews.

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Airworthiness review requirements are established in M.A.710 and the
requirements for the corresponding record retention are contained in M.A.714.

M.A.710 Airworthiness Review

(a) To satisfy the requirement for the airworthiness review of an aircraft,
reffered to in point M.A. 901, a full documented review of the aircraft
records shall be carried out by the approved continuing airworthiness
management organisation in order to be satisfied that:
1. airframe, engine and propeller flying hours and associated flight cycles
have been properly recorded, and;
2. the flight manual is applicable to the aircraft configuration and reflects the
latest revision status, and;
3. all the maintenance due on the aircraft according to the approved
maintenance programme has been carried out, and;
4. all known defects have been corrected or, when applicable, carried
forward in a controlled manner, and;
5. all applicable airworthiness directives have been applied and properly
registered, and;
6. all modifications and repairs applied to the aircraft have been registered
and are approved according to AAC No- 2 of 2013 , and;
7. all service life limited components installed on the aircraft are properly
identified, registered and have not exceeded their approved service life
limit, and;
8. all maintenance has been released in accordance with this CAR , and;
9. the current mass and balance statement reflects the configuration of the
aircraft and is valid, and;
10. the aircraft complies with the latest revision of its type design approved/
accepted by DGCA, and .
11. if required, the aircraft holds a noise certificate corresponding to the current
configuration of the aircraft.
(b) The airworthiness review staff of the approved continuing airworthiness
management organisation's shall carry out a physical survey of the aircraft.
For this survey, airworthiness review staff not appropriately qualified to
CAR 66 shall be assisted by such qualified personnel.
(c) Through the physical inspection of the aircraft, the airworthiness review
staff shall ensure that:
1. all required markings and placards are properly installed, and;

2. the aircraft complies with its approved flight manual, and;

3. the aircraft configuration complies with the approved documentation, and;

4. no evident defect can be found that has not been addressed according to
M.A.403, and;
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5. no inconsistencies can be found between the aircraft and the paragraph

(a) documented review of records.
(d) By derogation to M.A.901(a) the airworthiness review can be anticipated
by a maximum period of 90 days without loss of continuity of the
airworthiness review pattern, to allow the physical review to take place
during a maintenance check.
(e) The Airworthiness Review Certificate (CA Form 15b - Appendix-III) or a
recommendation for the issue of the airworthiness revie certificate ( CA
Form 15a) can only be issued.

1. by airworthiness review staff appropriately authorised in accordance with

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

2. when satisfied that the airworthiness review has been completely carried
out and that there is no non-compliance which is known to endanger flight
safety.
(f) A copy of any airworthiness review certificate issued or extended for an
aircraft shall be sent to DGCA within 10 days alongwith requisite fees.
(g) Airworthiness review tasks shall not be sub-contracted.
(ga) For Category 1 light aircraft not involved in commercial operations for which
the aircraft maintenance programme has been established in accordance
with M.A.302(h), the aircraft maintenance programme shall be reviewed in
conjunction with the airworthiness review. This review shall be
accomplished by the person who performed the airworthiness review.
(h) Should the outcome of the airworthiness review be inconclusive, or should
the review under point M.A .710(ga) show discrepancies on the aircraft
linked to deficiencies in the content of the maintenance programme, the
DGCA shall be informed by the organisation as soon as practicable but
in any case within 72 hours from the moment the organisation identifies
the condition to which the review relates. The airworthiness review
certificate shall not be issued until all findings have been closed.

GM M.A.710 Airworthiness review

Responsibilities of airworthiness review staff:

The following is a summary of the requirements contained in M.A.710 as well

as the associated AMCs 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 continuing airworthiness

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management organisation in order to perform the airworthiness review,
including the depth of samplings (refer to Appendix V to AMC M.A.704,
paragraphs 4.2 and 4.3).

— 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 contained 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 continuing airworthiness management organisation, CAR-145,
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 related to M.A.706
and not of their position as airworthiness review staff (M.A.707).

— 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 continuing airworthiness

management organisation to ensure that the aircraft is fully airworthy at any
time.

AMC M.A.710 (a) Airworthiness Review

1. A full documented review is a check of at least the following categories of
documents:
 registration papers
 M.A.305 aircraft continuing airworthiness record system

 M.A.306 aircraft technical log system

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 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
 list of service life limited component
 relevant DGCA 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 continuing airworthiness management organisation 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.

AMC M.A.710 (b) and (c) Airworthiness Review

1. The physical inspection could require actions categorized as maintenance
(e.g. operational tests, tests of emergency equipment, visual inspections
requiring panel opening etc.). In this case, after the airworthiness review a
release to service should be issued in accordance with CAR M.
2. When the airworthiness review staff are not appropriately qualified to CAR-
66 in order to release such maintenance, M.A.710(b) requires them to be
assisted by such qualified personnel. However, the function of such CAR-
66 personnel is limited to perform and release the maintenance actions
requested by the airworthiness review staff, it not being their function to
perform the physical inspection of the aircraft. As stated in M.A.710(b), the
airworthiness review staff shall carry out the physical survey of the aircraft,
and this survey includes the verification that no inconsistencies can be
found between the aircraft and the documented review of records.
3. This means that the airworthiness review staff who are going to sign the
airworthiness review certificate or the recommendation should be the one
performing both the documented review and the physical inspection of the
aircraft, it not being the intent of the rule to delegate the inspection to
CAR-66 personnel who are not airworthiness review staff. Furthermore, the
provision of M.A.710(d) allowing a 90 days anticipation for the physical inspection
provides enough flexibility to ensure that the airworthiness review staff are present.

4. The physical inspection may include verifications to be carried out during

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flight.
5. The continuing airworthiness management organisation should develop
procedures for the airworthiness review staff to produce a compliance report
that confirms the physical inspection has been carried out and found
satisfactory.
6. To ensure compliance the physical inspection may include relevant sample
checks of items.
AMC M.A.710(d) Airworthiness review

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

This anticipation of up to 90 days also applies to the 12 month requirements

shown in M.A.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 M.A.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).

AMC M.A.710 (e) Airworthiness Review

A copy of both physical inspection and document review compliance reports
stated above should be sent to DGCA together with any recommendation
issued.
AMC M.A.710(ga) Airworthiness review
This review of the maintenance programme is performed by the person who
performed the airworthiness review, who could belong to the DGCA, a
continuing airworthiness management organisation or a maintenance
organisation or could also be independent certifying staff in accordance with
M.A.901(g).
During the annual review of the maintenance programme, the following should
be taken into consideration:
— The results of the maintenance performed during that year, which may
reveal that the current maintenance programme is not adequate.
— The results of the airworthiness review performed on the aircraft, which may
reveal that the current maintenance programme is not adequate.
— Revisions introduced in the documents affecting the programme basis, such
as the M.A.302(i) ‘Minimum Inspection Programme’ or the Design Approval
Holder data
— Applicable mandatory requirements for compliance with CAR-21 / Part-
21/FAR-21, such as Airworthiness Directives, Airworthiness Limitations,
Certification Maintenance Requirements and specific maintenance
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requirements contained in the TCDS.
For the purpose of reviewing the results of the maintenance performed during
that year, the airworthiness review staff should request the owner/CAMO to
provide the records of all the maintenance performed during that year, including
unscheduled maintenance.
When reviewing the results of the maintenance performed during that year and
the results of the airworthiness review, attention should be paid as to whether
the defects found may have been prevented by introducing in the maintenance
programme certain recommendations from the Design Approval Holder which
were initially disregarded by the owner.
GM M.A.710(h) Airworthiness review
The objective of informing the DGCA, when the airworthiness review shows
discrepancies linked to deficiencies in the content of the maintenance
programme is to allow the DGCA to take it into account when planning the
ACAM inspections and to make sure that the DGCA agrees on the amendments
required in the maintenance programme as required by M.A.302(h)5.
M.A.711 Privileges of the Organization
(a) A continuing airworthiness management organisation approved in
accordance with Section A, Subpart G of CAR-M may:
1. manage the continuing airworthiness of aircraft, except those involved in
air operator certified in accordance with schedule XI of aircraft rule 1937,
as listed on the approval certificate;
2. manage the continuing airworthiness of aircraft used by air operator
certified in accordance with schedule XI of aircraft rule 1937 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. extend, under the conditions of point M.A.901(f), an airworthiness review
certificate that has been issued by DGCA or by another continuing
airworthiness management organisation approved in accordance with
Section A, Subpart G of CAR-M;
(b) An approved continuing airworthiness management organisation may,
additionally, be approved to carry out airworthiness reviews referred to in
point M.A.710 and:
1. issue the related airworthiness review certificate and extend it in due
time under the conditions of points M.A.901(c)2 or M.A.901(e)2; and,

2. issue a recommendation for the airworthiness review to the DGCA.

(c) Reserve

AMC M.A.711(a)(3) Privileges of the organisation

SUBCONTRACTING OF CONTINUING AIRWORTHINESS TASKS

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1. The CAMO may subcontract certain continuing airworthiness management

tasks to qualified persons or organisations. The subcontracted person or
organisation performs the continuing airworthiness management tasks as
an integral part of the CAMO’s continuing airworthiness management
system, irrespective of any other approval held by the subcontracted
person or organisation (including CAMO or CAR-145 approval).
2. The CAMO remains accountable for the satisfactory completion of the
continuing airworthiness management tasks irrespective of any contract
that may be established.
3. In order to fulfil this responsibility, the CAMO should be satisfied that the
actions taken by the subcontracted person or organisation meet the
standards required by Subpart G. Therefore, the CAMO management of such
activities should be accomplished:
(a) by active control through direct involvement, and/or
(b) by endorsing the recommendations made by the subcontracted person or
organisation.
4. In order to retain ultimate responsibility, the CAMO should limit
subcontracted tasks to the activities specified below:
(a) airworthiness directive analysis and planning;
(b) service bulletin analysis;
(c) planning of maintenance;
(d) reliability monitoring, engine health monitoring;
(e) maintenance programme development and amendments;
(f) any other activities, which do not limit the CAMO responsibilities, as
agreed by the DGCA.
5. The CAMO’s controls associated with subcontracted continuing
airworthiness management tasks should be reflected in the associated
contract and be in accordance with the CAMO policy and procedures
defined in the continuing airworthiness management exposition. When
such tasks are subcontracted, the continuing airworthiness management
system is considered to be extended to the subcontracted persons or
organisations.
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 DGCA should exercise oversight of the subcontracted activities
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through the CAMO approval. The contracts should be acceptable to the
DGCA. The CAMO should only subcontract to organisations which are
specified by the DGCA on CA Form 14.
9. The subcontracted organisation should agree to notify the CAMO of any
changes affecting the contract as soon as practical. The CAMO should
then inform its DGCA. Failure to do so may invalidate the
DGCA.acceptance of the contract.
10. Appendix II to AMC M.A.711(a)(3) provides information on the
subcontracting of continuing airworthiness management tasks.’

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

An organisation may be approved for the privileges of M.A.711(a) only, without
the privilege to carry out airworthiness reviews. This can be contracted to
another appropriately approved organisation. In such a case, it is not mandatory
that the contracted organisation is linked to an AOC holder, being possible to
contract an appropriately approved independent continuing airworthiness
management organisation which is approved for the same aircraft type.
In order to be approved for the privileges of M.A.711(b) for a particular aircraft
type, it is necessary to be approved for the privileges of M.A.711(a) for that
aircraft type. As a consequence, the normal situation in this case is that the
organisation will be performing continuing airworthiness management tasks and
performing airworthiness reviews on every aircraft type contained in the
approval certificate.
Nevertheless, this does not necessarily mean that the organisation needs to be
currently managing an aircraft type in order to be able to perform airworthiness
reviews on that aircraft type. The organisation may be performing only
airworthiness reviews on an aircraft type without having any customer under
contract for that type.
Furthermore, this situation should not necessarily lead to the removal of the
aircraft type from the organisation approval. As a matter of fact, since in most
cases the airworthiness review 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.

M.A.712 Quality System

(a) To ensure that the approved continuing airworthiness management
organisation continues to meet the requirements of this Subpart, it shall
establish a quality system and designate a quality manager to monitor
compliance with, and the adequacy of, procedures required to ensure
airworthy aircraft. Compliance monitoring shall include a feedback system
to the accountable manager to ensure corrective action as necessary.
(b) The quality system shall monitor activities carried out under Section -A.
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Subpart G of this CAR . It shall at least include the following functions:
1. monitoring that all activities carried out under Section A Subpart G of this
CAR are being performed in accordance with the approved procedures,
and;
2. monitoring that all contracted maintenance is carried out in accordance
with the contract, and;
3. monitoring the continued compliance with the requirements of this CAR
(c) The records of these activities shall be stored for at least two years.
(d) Where the approved continuing airworthiness management organisation
is approved in accordance with another CAR, the quality system may be
combined with that required by the other CAR.
(e) For air operator certified in accordance with Schedule XI of Aircraft Rules,
1937, M.A.Subpart G quality system, shall be an integrated part of the
operator's quality system.
(f) In the case of a small organisation not managing the continuing
airworthiness of aircraft used in air operator certified in accordance with
schedule XI of aircraft rule 1937, the quality system may be replaced by
regular organisational reviews subject to the approval of DGCA, except
when the organisation issues airworthiness review certificates for aircraft
above 2730 kg MTOM other than balloons. In the case where there
is no quality system, the organization shall not contract continuing
airworthiness management tasks to other parties.

AMC M.A.712 (a) Quality System

1. Procedures should be held current such that they reflect best practice
within the organisation. It is the responsibility of all employees to report any
difficulties with the procedures via their organisation’s internal occurrence
reporting mechanisms.
2. All procedures, and changes to the procedures, should be verified and
validated before use where practicable.
3. The feedback part of the system should address who is required to rectify
any non-compliance in each particular case and the procedure to be
followed if rectification is not completed within appropriate timescales. The
procedure should lead to the accountable manager specified in M.A.706.
4. The independent quality audit reports referenced in AMC M.A.712 (b)
should be sent to the relevant department for rectification action giving
target rectification dates. Rectification dates should be discussed with
such department before the quality department or nominated quality
auditor confirms such dates in the report. The relevant department is
required to rectify findings and inform the quality manager or the quality
auditor of such rectification.
5. The accountable manager should hold regular meetings with staff to check
progress on rectification except that in the large organisations such
meetings may be delegated on a day to day basis to the quality manager
subject to the accountable manager meeting at least twice per year with
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the senior staff involved to review the overall performance and receiving at
least a half yearly summary report on findings of non- compliance.

AMC M.A.712 (b) Quality System

1. The primary objectives of the quality system are to enable the M.A.
Subpart G organisation to ensure airworthy aircraft and to remain in
compliance with the CAR M requirements.
2. An essential element of the quality system is the independent audit.
3. The independent audit is an objective process of routine sample checks of
all aspects of the M.A. Subpart G organisation’s ability to carry out
continuing airworthiness management to the required standards. It
includes some product sampling as this is the end result of the process.
4. The independent audit represents an objective overview of the complete
continuing airworthiness management related activities. It is intended to
complement the M.A.902 requirement for an airworthiness review to be
satisfied that all aircraft managed by the organisation remain airworthy.
5. The independent audit should ensure that all aspects of M.A. Subpart G
compliance are checked, annually including all the sub-contracted
activities, and may be carried out as a complete single exercise or
subdivided over the annual period in accordance with a scheduled plan.
The independent audit does not require each procedure to be checked
against each product line when it can be shown that the particular
procedure is common to more than one product line and the procedure has
been checked every year without resultant findings. Where findings have
been identified, the particular procedure should be rechecked against
other product lines until the findings have been rectified after which the
independent audit procedure may revert back to annual interval for the
particular procedure. Provided that there are no safety related findings, the
audit time periods specified in this AMC may be increased by up to 100%
subject to agreement by DGCA.
6. Where the organisation has more than one location approved the quality
system should describe how these are integrated into the system and
include a plan to audit each location every year.
7. A report should be raised each time an audit is carried out describing what
was checked and the resulting findings against applicable requirements,
procedures and products.
8. The independence of the audit should be established by always ensuring
that audits are carried out by personnel not responsible for the function,
procedure or products being checked.
9. An organisation should establish a quality plan acceptable to DGCA to
show when and how often the activities as required by M.A. Subpart G will
be audited.

AMC M.A.712 (f) Quality System

A small organisation is considered to be an organisation with up to 5 full-time
staff (including all M.A.706 personnel) or equivalent proportional number when

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using part-time staff The complexity of the organisation , combination of aircraft
and aircraft types, the utilisation of the aircraft and the number of approved
locations of the organisations should also be considered before replacing the
quality system by an organisational review.
Appendix XIII to this AMC should be used to manage the organisational reviews.
The following activities should not be considered as subcontracting and, as a
consequence, they may be performed without a quality system, although they
need to be described in the continuing airworthiness management exposition
and be approved by the DGCA:
— Subscription to a technical publisher that provides maintenance data
(Aircraft Maintenance Manuals, Illustrated Parts Catalogues, Service
Bulletins, etc.), which may be applicable to a wide range of aircraft. These
data may include maintenance schedules recommended by different
manufacturers that can be afterwards used by the continuing airworthiness
management organisation in order to produce customised maintenance
programmes.
— Contracting the use of a software tool for the management of continuing
airworthiness data and records, under the following conditions (in addition
to M.A.714(d) and (e)):
 If the tool is used by several organisations, each organisation should have
access to its own data only.
 Introduction of data can only be performed by personnel of the continuing
airworthiness management organisation.
 The data can be retrieved at any time

M.A.713 Changes to the Approved Continuing Airworthiness Organisation

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

1. the name of the organisation.

2. the location of the organisation.

3. additional locations of the organisation.

4. the accountable manager.

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

6. the facilities, procedures, work scope and staff that could affect the
approval.
In the case of proposed changes in personnel not known to the management
beforehand, these changes shall be notified at the earliest opportunity.

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AMC M.A.713 Changes to the Approved Continuing Airworthiness
Organization

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

M.A.714 Record Keeping

a) The continuing airworthiness management organisation shall record all

details of work carried out. The records required by M.A.305 and if
applicable M.A.306 shall be retained.
b) If the Continuing Airworthiness Management organization has the privilege
referred to in point M.A.711(b), it shall retain copy of each airworthiness
review certificate and recommendation issued or, as applicable, extended,
together with all supporting documents. In addition, the organisation shall
retain a copy of any airworthiness review certificate that it has extended
under the privilege referred to in point M.A.711(a)4.
c) Reserve
d) The continuing airworthiness management organisation shall retain a copy
of all records listed in paragraph (b) until two years after the aircraft has
been permanently withdrawn from service.
e) The records shall be stored in a manner that ensures protection from
damage, alteration and theft.
f) All computer hardware used to ensure backup shall be stored in a different
location from that containing the working data in an environment that
ensures they remain in good condition.
g) Where continuing airworthiness management of an aircraft is transferred
to another organisation or person, all retained records shall be transferred to the
said organisation or person. The time periods prescribed for the retention of
records shall continue to apply to the said organisation or person.

h) Where a continuing airworthiness management organisation terminates its

operation, all retained records shall be transferred to the owner of the
aircraft.
AMC M.A.714 Record-Keeping

1. The M.A. Subpart G organisation should ensure that it always receives a

complete CRS from the approved maintenance organization, MA 801
(b))2) certifying staff and/or from the Pilot-owner such that the required
records can be retained. The system to keep the continuing airworthiness
records should be described in the organisation continuing airworthiness
management exposition.

2. When an organisation arranges for the relevant maintenance organisation

to retain copies of the continuing airworthiness records on its behalf, it will
nevertheless continue to be responsible for the records under M.A.714
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relating to the preservation of records. If it ceases to be the organisation
of the aircraft, it also remains responsible for transferring the records to
any other person or organisation managing continuing airworthiness of the
aircraft.

3. Keeping continuing airworthiness records in a form acceptable to DGCA

means in paper form or on a computer database or a combination of both
methods. Records stored in microfilm or optical disc form are also
acceptable. The record should remain legible throughout the required
retention period.

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

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

6. Microfilming or optical storage of continuing airworthiness records may be

carried out at any time. The records should be as legible as the original
record and remain so for the required retention period.

M.A.715 Continued Validity of Approval

a) An approval shall be issued for a maximum period of five years unless
otherwise specified. It shall remain valid subject to:

1. the organisation remaining in compliance with this CAR , in accordance

with the provisions related to the handling of findings as specified under
M.B.705 ( Refer APM Chapter 3A ) and;
2. DGCA being granted access to the organisation to determine continued
compliance with this CAR, and;

3. the approval not being surrendered or revoked.

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

M.A.716 Findings

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

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

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

(c) After receipt of notification of findings according to M.B.705, the holder of

the continuing airworthiness management organisation approval shall
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define a corrective action plan and demonstrate corrective action to the
satisfaction of DGCA within a period of 7 days and 30 days for level 1 &
level 2 findings respectively, including appropriate corrective action to
prevent recurrence of the finding and its root cause.

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SUBPART H
CERTIFICATE OF RELEASE TO SERVICE-CRS
M.A.801 Aircraft Certificate of Release to Service
(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 can be released to service unless a certificate of release to service
is issued at the completion of any maintenance, when satisfied that all
maintenance required has been properly carried out, by:
1. appropriate certifying staff on behalf of the maintenance organisation
approved in accordance with Section A, Subpart F of CAR-M; or
2. certifying staff in compliance with requirements of. CAR 66, except for
complex maintenance tasks listed in Appendix VII to this CAR for which point
1 applies; or
3. by the Pilot-owner in compliance with point M.A.803;
(c) By derogation from point M.A.801(b)2 for Category 1 Light aircraft not used
in commercial specialised operations or not used in commercial approved
training organisation operations, aircraft complex maintenance tasks listed in
Appendix VII may be released by certifying staff referred to in point
M.A.801(b)2;
(d) By derogation from point M.A.801(b), in the case of unforeseen situations,
when an aircraft is grounded at a location where no approved maintenance
organisation appropriately approved under Subpart F, Section A of CAR-M
or CAR 145 and no appropriate certifying staff are available, the owner may
authorise any person, with not less than three years of appropriate
maintenance experience and holding the proper qualifications, to maintain
according to the standards set out in Subpart D, Section A of CAR -M and
release the aircraft. The owner shall in that case:
1. obtain and keep in the aircraft records details of all the work carried out and
of the qualifications held by that person issuing the certification; and
2. ensure that any such maintenance is rechecked and released by an
appropriately authorised person referred to in point M.A.801(b) or an
organisation approved in accordance with Section A, Subpart F of CAR-M,
or CAR 145 at the earliest opportunity but within a period not exceeding
seven days; and
3. notify the organisation responsible for the continuing airworthiness
management of the aircraft when contracted in accordance with point

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M.A.201(e), or DGCA in the absence of such a contract, within seven days
of the issuance of such certification authorisation;
(e) In the case of a release to service in accordance with point M.A.801(b)2 or
point M.A.801(c), the certifying staff may be assisted in the execution of the
maintenance tasks by one or more persons subject to his/her direct and
continuous control;
(f) A certificate of release to service shall contain as a minimum:

1. basic details of the maintenance carried out; and

2. the date such maintenance was completed; and
3. the identity of the organisation and/or person issuing the release to service,
including:
(i) the approval reference of the maintenance organisation approved in
accordance with Section A, Subpart F of CAR-M and the certifying staff
issuing such a certificate; or
(ii) in the case of point M.A.801(b) (2) or M.A.801(c) certificate of release to
service, the identity and if applicable licence number of the certifying staff
issuing such a certificate;
4. the limitations to airworthiness or operations, if any.
(g) By derogation from paragraph (b) and notwithstanding the provisions of
paragraph (h), when the maintenance prescribed cannot be completed, a
certificate of release to service may be issued within the approved aircraft
limitations. Such fact together with any applicable limitations of the
airworthiness or the operations shall be entered in the aircraft certificate of
release to service before its issue as part of the information required in
paragraph (f) (4);
(h) A certificate of release to service shall not be issued in the case of any known
non-compliance which endangers flight safety.’
AMC M.A. 801 (b) Aircraft Certificate of Release to Service

A certificate of release to service is necessary before flight, at the completion of

any defect rectification, whilst the aircraft operates a flight between scheduled
maintenance checks.
AMC M.A.801(d) Aircraft certificate of release to service

1. “3 years of appropriate maintenance experience” means 3 years working in an

aircraft maintenance environment on at least some of the aircraft type
systems corresponding to the aircraft endorsed on the aircraft maintenance
license or on the certifying staff authorisation that the person holds.
2. “Holding the proper qualifications” means holding either:
(a) a valid ICAO Annex 1 compliant maintenance license for the aircraft type
requiring certification, or;
(b) a certifying staff authorisation valid for the work requiring certification,
issued by an ICAO Annex 6 approved maintenance organisation.
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3. A release in accordance with this paragraph does not affect the controlled
environment of the aircraft as long as the M.A.801(d)2 recheck and release
has been carried out by an approved maintenance organisation.

AMC M.A.801 (f) Aircraft Certificate of Release to Service

1. The aircraft certificate of release to service should contain the following
statement:
(a) 'Certifies that the work specified except as otherwise specified was carried
out in accordance with 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, DGCA 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 M.A.801 (b) (2) release to service, certifying staff should
retain all records necessary to prove that all requirements have been met for
the issuance of a certificate of release to service.

AMC M.A.801(g) Aircraft Certificate of Release to Service

1. Being unable to establish full compliance with sub-paragraph M.A.801 (b)
means that the maintenance required by the aircraft owner or M.A. Subpart
G organisation could not be completed due either to running out of available
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aircraft maintenance downtime for the scheduled check or by virtue of the
condition of the aircraft requiring additional maintenance downtime.
2. The aircraft owner or M.A. Subpart G organisation is responsible for ensuring
that all required maintenance has been carried out before flight. Therefore
an aircraft owner or M.A. Subpart G organisation should be informed and
agree to the deferment of full compliance with M.A. 801(b). The certificate of
release to service may then be issued subject to details of the deferment,
including the aircraft owner or M.A. Subpart G organisation authorisation,
being endorsed on the certificate.
3. If a certificate of release to service is issued with incomplete maintenance, a
record should be kept stating what action the mechanic, supervisor and
certifying staff should take to bring the matter to the attention of the relevant
aircraft owner or M.A. Subpart G organisation so that the issue may be
discussed and resolved with the aircraft owner or M.A. Subpart G
organisation.

AMC M.A.801(h) Aircraft Certificate of Release to Service

‘Endangers flight safety’ means any instance where safe operation could not be
assured or which could lead to an unsafe condition. It typically includes, but is not
limited to, significant cracking, deformation, corrosion or failure of primary
structure, any evidence of burning, electrical arcing, significant hydraulic fluid or
fuel leakage and any emergency system or total system failure. An airworthiness
directive overdue for compliance is also considered a hazard to flight safety.”

M.A.802 Component Certificate of Release to Service

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

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

(b) The authorised release certificate identified as CA Form 1 constitutes the

component certificate of release to service, except when such maintenance
on aircraft components has been performed in accordance with point
M.A.502(b), point M.A.502(d), in which case the maintenance is subject to
aircraft release procedures in accordance with point M.A.801.’

AMC M.A.802 Component Certificate of Release to Service

The purpose of the CA Form 1 (see also Appendix II to CAR-M) is to release

components after manufacture and to release maintenance work carried out on
such components under the approval of a DGCA, and to allow components that
are removed from one aircraft/component to be fitted to another
aircraft/component.

When an approved organisation maintains an aircraft component for use by the

organisation a CA Form 1 may not be necessary depending upon the
organisation’s internal release procedures, however all the information normally
required for the CA Form 1 should be adequately detailed in the certificate of
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release to service.
M.A.803 Pilot Owner Authorization

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

1. hold a valid pilot licence (or equivalent) issued or validated by DGCA 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 non-complex motor-powered aircraft of 2730 kg MTOM and below,
sailplane, powered sailplane or balloon, that are not used in commercial air
transport, or not used in commercial specialised operations or not used in
commercial approved training organisation operations, the Pilot-owner may
issue a certificate of release to service after limited Pilot-owner maintenance
as specified in Appendix VIII to this CAR.
(c) The scope of the limited Pilot-owner maintenance shall be specified in the
aircraft maintenance programme referred to in point M.A.302.
(d) The certificate of release to service shall be entered in the logbooks and
contain basic details of the maintenance carried out, the maintenance data
used, the date on which that maintenance was completed and the identity,
the signature and pilot licence number of the Pilot-owner issuing such a
certificate.
AMC M.A.803 Pilot-Owner Authorization

1. Privately operated means the aircraft is operated pursuant to M.A.201(i)

2. A Pilot-owner may only issue a CRS for maintenance, he/she has performed.
3. In the case of a jointly-owned aircraft, the maintenance programme should list:
— The names of all Pilot-owners competent and designated to perform Pilot-
owner maintenance in accordance with the basic principles described in
Appendix VIII of CAR-M. An alternative would be the maintenance programme
to contain a procedure to ensure how such a list of competent Pilot-owners
should be managed separately and kept current.
— The limited maintenance tasks they may perform.
4. An equivalent valid pilot license may be any document attesting a pilot
qualification recognised by the DGCA. In such a case, the equivalent
certificate or qualification number should be used instead of the pilot's licence
number for the purpose of the M.A.801(b)3 (certificate of release to service).
5. Not holding a valid medical examination does not invalidate the pilot licence
(or equivalent) required under M.A.803(a)1 for the purpose of the Pilot- owner
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authorisation.

SUBPART I
AIRWORTHINESS REVIEW CERTIFICATE
M.A.901 Aircraft Airworthiness Review

To ensure the validity of the aircraft airworthiness certificate, an airworthiness

review of the aircraft and its continuing airworthiness records shall be carried out
periodically.
(a) An airworthiness review certificate is issued in accordance with Appendix III
(CA Form 15a, 15b or 15c) on completion of a satisfactory airworthiness
review. The airworthiness review certificate is valid for one year;
(b) An aircraft in a controlled environment is an aircraft (i) continuously managed
during the previous 12 months by a unique continuing airworthiness
management organisation approved in accordance with Section A, Subpart G,
of CAR-M, and (ii) which has been maintained for the previous 12 months
by maintenance organisations approved in accordance with Section A,
Subpart F of CAR - M, or with CAR 145. This includes maintenance tasks
referred to in point M.A.803(b) carried out and released to service in
accordance with point M.A.801(b)(2) or point M.A.801(b)(3);
(c) For all aircraft used air operator certified in accordance with Schedule XI of
aircraft rule 1937 in commercial air transport, and aircraft above 2 730 kg
MTOM, except balloons, that are in a controlled environment, the organisation
referred to in (b) managing the continuing airworthiness of the aircraft may, if
appropriately approved, and subject to compliance with paragraph (k):
1. issue an airworthiness review certificate in accordance with point M.A.710,
and;
2. for the airworthiness review certificates it has issued, when the aircraft
has remained within a controlled environment, extend twice the validity of the
airworthiness review certificate for a period of one year each time;
(d) For all aircraft used air operator certified in accordance with Schedule XI of
aircraft rule 1937 and aircraft above 2 730 kg MTOM, except balloons, that
(i) are not in a controlled environment, or
(ii) which continuing airworthiness is managed by a continuing airworthiness
management organisation that does not hold the privilege to carry out
airworthiness reviews, the airworthiness review certificate shall be issued
by DGCA upon satisfactory assessment based on a recommendation made
by a continuing airworthiness management organisation appropriately
approved in accordance with Section A, Subpart G of CAR-M sent together
with the application from the owner or operator. This recommendation shall
be based on an airworthiness review carried out in accordance with point
M.A.710;

(e) For aircraft not used by air operator certified in accordance with Schedule XI

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of Aircraft Rules, 1937 of 2 730 kg MTOM and below, and balloons, continuing
airworthiness management organisation approved in accordance with
Section A, Subpart G of CAR-M and appointed by the owner or operator
may, if appropriately approved and subject to paragraph (k):
3. issue the airworthiness review certificate in accordance with point M.A.710,
and;
4. for airworthiness review certificates it has issued, when the aircraft has
remained within a controlled environment under its management, extend
twice the validity of the airworthiness review certificate for a period of one
year each time;
(f) By derogation from points M.A.901(c)2 and M.A.901(e) 2, for aircraft that
are in a controlled environment, the organisation referred to in
(b) managing the continuing airworthiness of the aircraft, subject to
compliance with paragraph (k), may extend twice for a period of one
year each time the validity of an airworthiness review certificate that has
been issued by DGCA or by another continuing airworthiness management
organisation approved in accordance with Section A, Subpart G of CAR- M.
(g) By derogation from points M.A.901(e) and M.A.901(i)2, for Category 1 light
aircraft not used in commercial air transport or not used in commercial
specialised operations or not used in commercial ATO operations, the
airworthiness review certificate may also be issued by DGCA upon
satisfactory assessment, based on a recommendation made by certifying
staff formally approved by DGCA and complying with CAR 66 as well as
requirements laid down in point M.A.707(a)2(a), sent together with the
application from the owner or operator. This recommendation shall be based
on an airworthiness review carried out in accordance with point M.A.710
and shall not be issued for more than two consecutive years
(h) Whenever circumstances reveal the existence of a potential safety threat
DGCA shall carry out the airworthiness review and issue the airworthiness
review certificate itself.
(i) In addition to paragraph (h), DGCA may also carry out the airworthiness
review and issue the airworthiness review certificate itself in the following
cases:
1. when the aircraft is managed by a continuing airworthiness
management organisation approved in accordance with Section A,
Subpart G of this CAR-M located outside India;
2. for all balloons and any other aircraft of 2730 kg MTOM and below,
if it is requested by the owner;
(j) When DGCA carries out the airworthiness review and/or issues the
airworthiness review certificate itself, the owner or operator shall provide
DGCA with:
1. the documentation required by DGCA; and
2. suitable accommodation at the appropriate location for its personnel;
and

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3. when necessary, the support of personnel appropriately qualified in
accordance with CAR 66 or equivalent personnel requirements laid
down in point 145.A.30(j)(1) and (2) of CAR 145;
(k) An airworthiness review certificate cannot be issued nor extended if there is
evidence or reason to believe that the aircraft is not airworthy.’
(l) For Category 1 light aircraft not involved in commercial operations, the CAR
145 or M.A. Subpart F maintenance organisation performing the annual
inspection contained in the maintenance programme may, if appropriately
approved, perform the airworthiness review and issue the recommendation for
issue airworthiness review certificate, subject to the following conditions:
1. The organisation nominates airworthiness review staff complying with all the
following requirements:
(a) The airworthiness review staff hold a certifying staff authorisation for the
corresponding aircraft.
(b) The airworthiness review staff have at least three years of experience as
certifying staff.
(c) The airworthiness review staff are independent from the continuing
airworthiness management process of the aircraft being reviewed or have
overall authority on the continuing airworthiness management process of
the complete aircraft being reviewed.
(d) The airworthiness review staff have acquired knowledge of this CAR
relevant to continuing airworthiness management.
(e) The airworthiness review staff have acquired proven knowledge of the
procedures of the maintenance organisation relevant to the airworthiness
review and issue of the airworthiness review certificate.
(f) The airworthiness review staff have been formally accepted by the DGCA
after having performed an airworthiness review under the supervision of
the DGCA or under the supervision of the organisation's airworthiness
review staff in accordance with a procedure approved by the DGCA.
(g) the airworthiness review staff have performed at least one airworthiness
review in the last twelve- month period.
2. The airworthiness review is performed at the same time as the annual
inspection contained in the maintenance programme and by the same
person who releases such annual inspection, being possible to use the 90
days anticipation provision contained in M.A.710(d).
3. The airworthiness review includes a full documented review in accordance
with point M.A.710(a).
4. The airworthiness review includes a physical survey of the aircraft in
accordance with points M.A.710(b) and (c).
5. An airworthiness review certificate CA Form 15c is issued, on behalf of the
maintenance organisation, by the person who performed the airworthiness
review when satisfied that:
(a) the airworthiness review has been completely and satisfactorily carried out;
and
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(b) the maintenance programme has been reviewed in accordance with point
M.A.710(ga); and
(c) there is no non-compliance which is known to endanger flight safety.
6. A copy of the airworthiness review certificate issued is sent to the DGCA
within 10 days of the date of issue.
7. The DGCA is informed within 72 hours if the organisation has determined
that the airworthiness review is inconclusive or if the review under point
M.A.901(l)5(b) shows discrepancies on the aircraft linked to deficiencies in
the content of the maintenance programme.
8. The manual or exposition of the maintenance organisation describes all the
following:
(a) The procedures for the performance of airworthiness reviews and the issue
of the corresponding airworthiness review certificate.
(b) The names of the certifying staff authorised to perform airworthiness
reviews and issue the corresponding airworthiness review certificate.
(c) The procedures for the review of the maintenance programme.

AMC M.A.901 Aircraft airworthiness review

In order to ensure the validity of the aircraft airworthiness certificate, M.A.901
requires performing periodically an airworthiness review of the aircraft and its
continuing airworthiness records, which results in the issuance of an airworthiness
review certificate valid for one year.
AMC M.A.901 (a) Aircraft Airworthiness Review
CA Form 15a is issued by DGCA while CA Form 15b is issued by a M.A. Subpart
G organization.
AMC M.A.901 (b) Aircraft Airworthiness Review
1. If the continuing airworthiness of the aircraft is not managed according to an
appendix I continuing airworthiness contract, the aircraft should be considered
to be outside a controlled environment. Nevertheless, such contract is not
necessary when the operator and the CAMO are the same organisation

2. The fact that limited pilot-owner maintenance as defined in M.A.803 (b) is not
carried out and released by an approved maintenance organisation does not
change the status of an aircraft in a controlled environment providing the M.A.
Subpart G organisation under contract has been informed of any such
maintenance carried out.

AMC M.A.901(c) (2),(e) (2),and (f) Aircraft Airworthiness Review

When the aircraft has remained within a controlled environment, the extension of
the validity of the airworthiness review certificate does not require an airworthiness
review but only a verification of the continuous compliance with M.A.901 (b).
It is acceptable to anticipate the extension of the airworthiness review certificate
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by a maximum of 30 days without a loss of continuity of the airworthiness review
pattern, which means that the new expiration date is set up one year after the
previous expiration date. This anticipation of up to 30 days also applies to the 12
month requirements shown in M.A.901(b), meaning 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 M.A.901(b), from the date when the last airworthiness
review certificate was issued until the date when the extension is performed (this
can be up to 30 days less than 12 months).
It is also acceptable to perform the extension of an airworthiness review certificate
after its expiration date, as long as all the conditions for the extension are met.
However, this means the following:
• The aircraft could not fly since the airworthiness review certificate expired until
it is extended, and
• The new expiration date (after extension) is set one year after the previous
expiration date (not one year after the extension is performed).
AMC M.A.901 (d) and (g) Aircraft Airworthiness Review
The recommendation sent to DGCA should contain at least the items described
below.
(a) General information
- M.A. Subpart G organisation information
- owner/lessee information
- date and place where the document review and the aircraft inspection were
carried out
- period and place the aircraft can be seen if required by DGCA
(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
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its components since the last airworthiness review certificate
(e) Aircraft survey
- a precise list of the areas of the aircraft that were inspection 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,
- maintenance programme,
- component service life limitations,
- the valid weight and centre of gravity schedule reflecting the current
configuration of the aircraft,
- for all modifications and repairs,
- 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 certified in the aircraft continuing airworthiness
record system and/or in the operator’s technical log.
AMC M.A.901(g) Aircraft airworthiness review
The words “certifying staff” mean that the personnel meet at the time of the
airworthiness review all the CAR-66 requirements to be certifying staff for the
aircraft subject to review (including also continuing experience requirements)
The formal acceptance of the certifying staff by the DGCA should only be granted
after verification of the qualifications and after the satisfactory performance of an
airworthiness review under supervision of the DGCA.
The sentence “shall not be issued for more than two consecutive years” means
that every three years the airworthiness review has to be perforrmed by the DGCA.

AMC M.A.901(j) Aircraft Airworthiness Review

Suitable accommodation should include:
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a) An office with normal office equipment such as desks, telephones,
photocopying machines etc. whereby the continuing airworthiness records
can be reviewed.
b) A hangar when needed for the physical survey.
The support of personnel appropriately qualified in accordance with CAR 66 is
necessary when DGCA’s airworthiness review staff is not appropriately qualified.

AMC M.A.901(l)1 Aircraft airworthiness review

Independence from the continuing airworthiness management process of the
aircraft means being authorised to perform airworthiness reviews only on aircraft
for which the person has not participated in their continuing airworthiness
management.
This may not be relevant for most maintenance organisations (CAR-145 or CAR-
M Subpart F). Since these organisations cannot perform the continuing
airworthiness management of aircraft (this is a privilege of CAMOs), it needs to be
considered by those maintenance organisations (CAR-145 or CAR-M Subpart
F) intending to nominate as airworthiness review staff certifying staff who are also
employed/contracted by a CAMO and who have been involved in the continuing
airworthiness management of the aircraft being reviewed.
Nevertheless, such independence is not necessary if these airworthiness review
staff (who are also employed/contracted by the CAMO) can show ‘overall authority
on the continuing airworthiness management process of the complete aircraft’.
This may be achieved, among other ways, if this person is:
— the accountable manager or the nominated postholder of the CAMO.
— responsible for the complete continuing airworthiness management
process of the aircraft being reviewed.
— the only person employed by an one-man CAMO.

GM M.A.901(l)5 Aircraft airworthiness review

The CA Form 15c is only applicable to Category I Light aircraft not involved in
commercial operations. As a consequence, a new EASA Form 15a or 15b has to
be issued if the operation of the aircraft changes to commercial. This includes the
corresponding approval of the maintenance programme and the performance of
an airworthiness review.
GM M.A.901(l)7 Aircraft airworthiness review
The objective of informing the DGCA when the airworthiness review shows
discrepancies linked to deficiencies in the content of the maintenance programme
is to allow the DGCA to take it into account when planning the ACAM inspections
and to make sure that the DGCA agrees on the amendments required in the
maintenance programme as required by M.A.302(h)5.

M.A.902 Validity of the Airworthiness Review Certificate

(a) An airworthiness review certificate becomes invalid if:

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1. suspended or revoked; or
2. the airworthiness certificate is suspended or revoked; or
3. the aircraft is not on the aircraft register of DGCA; or certificate of registration
is not valid or
4. the type certificate under which the airworthiness certificate was issued is
suspended or revoked.

(b) An aircraft must not fly if the airworthiness certificate is invalid or if:
1. the continuing airworthiness of the aircraft or any component fitted to the
aircraft does not meet the requirements of this CAR, or;
2. the aircraft does not remain in conformity with the type design
approved/accepted by DGCA; 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 has not been approved in accordance with M.A.304.

(c) Upon surrender or revocation, the airworthiness review certificate shall be

returned to DGCA.

(d) In case of leased aircraft, the period of validity of airrworthiness review

certificate shall be restricted to the date of validity of certificate of registration.
M.A.903 Transfer of Aircraft Registration within India
(a) When transferring an aircraft registration within India, the applicant shall:
1. inform DGCA;
2. apply to DGCA for the amendment of the Certificate of Registration in
accordance with CAR Section-2, Series “F”, Part I.
(b) Notwithstanding Transfer of aircraft registration within India, the former
airworthiness review certificate shall remain valid until its expiry date.

AMC M.A.903 (a) (1) Transfer of aircraft registration within India:

The applicant should notify to DGCA so as to allow the proper transfer of
information during the aircraft transfer process.

AMC M.A.903 (b) Transfer of Aircraft registration within India:

In case of transfer of aircraft registration within India, the aircraft owner/operator
should verify that DGCA has entered the new aircraft registration, if any, on the
existing airworthiness review certificate and validated the change.
M.A.904 Airworthiness Review of Aircraft Imported into India
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(a) When importing an aircraft into India, the applicant shall:
1. apply to DGCA for the issuance of a new airworthiness certificate in
accordance with CAR Section-2, Series “F”, Part III and
2. for aircraft other than new, have an airworthiness review carried out
satisfactorily in accordance with point M.A.901; and
3. have all maintenance carried out to comply with the approved maintenance
programme in accordance with point M.A.302.
(b) When satisfied that the aircraft is in compliance with the relevant
requirements, the continuing airworthiness management organisation, or
maintenance organization if applicable, shall send a documented
recommendation for the issuance of an airworthiness review certificate to
DGCA.
(c) The owner shall allow access to the aircraft for inspection by DGCA.
(d) A new airworthiness certificate will be issued by DGCA when it is satisfied
the aircraft complies with the requirements of CAR Section-2 Series “F” Part-
III.
(e) DGCA shall also issue the airworthiness review certificate valid normally for
one year unless DGCA has safety reason to limit the validity.
AMC M.A.904 (a) (1) Airworthiness Reviews of Aircraft Imported into India
In order to allow for possible participation, the applicant should inform DGCA at
least 10 working days in advance of the time and location of the airworthiness
review.
AMC M.A.904 (a) (2) Airworthiness Reviews of Aircraft Imported into India
1. When performing an airworthiness review of aircraft imported into the country
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 exporting country authorities such as export certificates,
primary authority information;
b) the information on aircraft maintenance history such as continuing
airworthiness records, aircraft, engine, propeller, rotor and life limited part log
books or cards as appropriate, tech log / flight log / cabin log, list of deferred
defects, total flight times and cycles, times and cycles since last maintenance,
accident history, former maintenance schedule, former AD compliance status;
c) the information on aircraft such as aircraft, engine and propeller type certificate
datasheets, noise and emission certificate data sheets, flight manual and
supplements;
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;
e) the modification and repair status of the aircraft detailing elements such as

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owner/operator designed modifications and repairs, STCs, and parts needing
approval;
f) the aircraft cabin configuration such as emergency equipment fitted, cockpit
configuration, placards, instrument limitations, cabin layout;
g) the maintenance needed for import, such as embodiment of modifications
needed to comply with the DGCA type certificate, bridging check to comply
with the new maintenance programme;
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;
i) the compass compensation;
j) special operating rules such as extended twin-engine operations
(EDTO/ETOPS)/ long range operations (LROPS), reduced vertical separation
minima (RVSM), MNPS, all weather operations (AWOPS), RNAV;
k) the aircraft inspection 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 M.A. Subpart G organisation approved for the airworthiness
review of the specific aircraft type available, DGCA may carry out the
airworthiness review in accordance with this paragraph and the provisions
M.A.901 (h) and M.B.902. In this case, the airworthiness review should be
requested to DGCA with a 30-day notice.

AMC M.A.904 (b) Airworthiness Review of Aircraft Imported into India

The recommendation sent to DGCA should contain at least the items described
below.

(a) All the information set forth by AMC M.A 901(d) and (g)
(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
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- copy of the application,
- original export certificate,
- copy of the approvals of the flight manual and its supplements,
- list of ADs incorporated up to the latest published issue,
- proposed new maintenance programme,
- status of all service life limited components,
- the valid weight and centre of gravity schedule reflecting the
current configuration of the aircraft, and;
- 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
M.A.905 Findings
(a) A level 1 finding is any significant non-compliance with CAR -M requirements
which lower the safety standard and hazards seriously the flight safety.
(b) A level 2 finding is any non-compliance with the CAR -M requirements which
could lower the safety standard and possibly hazard the flight safety.
(c) After receipt of notification of findings according to point M.B.903, the person
or organisation accountable referred to in point M.A.201 shall define a
corrective action plan and demonstrate corrective action to the satisfaction
of DGCA within a period agreed as agreed upon including appropriate
corrective action to prevent reoccurrence of the finding and its root cause.

Sd/-
(Arun Kumar)
Director General of Civil Aviation

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SECTION B

PROCEDURES FOR DGCA

Refer Airworthiness Procedures Manual Chapter 3 A

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APPENDICES to CAR M

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Appendix I

Continuing Airworthiness management contract

1. When an owner / operator contracts in accordance with M.A.201 a continuing
airworthiness organisation approved pursuant to CAR-M Subpart- G (CAMO)
to carry out continuing airworthiness management tasks, upon request by
DGCA a copy of the contract shall be sent by the owner/operator to DGCA
once it has been signed by both parties.
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:
— aircraft registration,
— aircraft type,
— aircraft serial number,

— aircraft owner or registered lessee's name or company details including the

address,
— M.A. Subpart G approved continuing airworthiness organisation details
including the address.
— type of operation
4. It shall state the following:
The owner/operator entrusts to the CAMO the management of the continuing
airworthiness of the aircraft, the development of a maintenance programme that
shall be approved by DGCA, as detailed in 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 DGCA within two full weeks.’
5. When an owner /operator contracts a CAMO in accordance with M.A.201 the
obligations of each party shall be shared as follows:
5.1. Obligations of the CAMO:
1. have the aircraft type in the scope of its approval;

2. respect the conditions to maintain the continuing airworthiness of the aircraft

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listed below:

(a) develop a maintenance programme for the aircraft, including any reliability
programme developed, if applicable;
(b) declare the maintenance tasks (in the maintenance programme) that may
be carried out by the pilot-owner in accordance with point M.A.803(c);
(c) organise the approval of the aircraft’s maintenance programme;
(d) once it has been approved, give a copy of the aircraft’s
maintenance programme to the owner / operator ;
(e) organise a bridging inspection with the aircraft’s prior maintenance
programme;
(f) organise for all maintenance to be carried out by an approved
maintenance organisation;
(g) organise for all applicable airworthiness directives to be applied;
(h) organise for all defects discovered during scheduled maintenance,
airworthiness reviews or reported by the owner to be corrected by an
approved maintenance organization;
(i) inform the owner each time the aircraft shall be brought to an approved
maintenance organisation;
(j) manage all technical records;
(k) archive all technical records;
3. organise the approval of any modification to the aircraft in accordance with
CAR21/EASA 21 / FAR 21 before it is embodied;
4. organise the approval of any repair to the aircraft in accordance with CAR
21/EASA 21 / FAR 21 before it is carried out;
5. inform DGCA whenever the aircraft is not presented to the approved
maintenance organisation by the owner as requested by the approved
organisation;
6. inform DGCA whenever the present contract has not been 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 DGCA;
8. send within 10 days a copy of any airworthiness review certificate issued or
extended to DGCA
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform DGCA whenever the present contract is denounced by either party.

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5.2 Obligations of the owner /operator.

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

2. have a general understanding of the CAR-M;
3. present the aircraft to the approved maintenance organisation agreed with the
CAMO at the due time designated by the CAMO request;
4. not modify the aircraft without first consulting the CAMO ;
5. inform the CAMO of all maintenance exceptionally carried out without the
knowledge and control of the CAMO ;
6. report to the CAMO through the logbook all defects found during
operations;
7. inform DGCA whenever the present contract is denounced by either party;
8. inform DGCA and the CAMO whenever the aircraft is sold;
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform on a regular basis the CAMO about the aircraft flying hours and any
other utilisation data, as agreed with CAMO;
11. enter the certificate of release to service in the logbooks as mentioned in point
M.A.803(d) when performing pilot-owner maintenance without exceeding the
limits of the maintenance tasks list as declared in the approved maintenance
programme as laid down in point M.A.803(c);
12. inform the CAMO not later than 30 days after completion of any pilot-owner
maintenance task in accordance with point M.A.305(a).

GM to Appendix I ‘Continuing airworthiness management contract

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.

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Appendix II
Authorised Release Certificate (CA Form 1)
These instructions relate only to the use of the CA Form 1 for maintenance
purposes. Attention is drawn to Appendix I to CAR 21 which covers the use of the
CA Form 1 for production purposes.

1. Purpose and use

1.1 The primary purpose of the Certificate is to declare the airworthiness of
maintenance work undertaken on products, parts and appliances (hereafter
referred to as ‘item(s)’).
1.2 Correlation must be established between the Certificate and the item(s). The
originator must retain a Certificate in a form that allows verification of the
original data.
1.3 The Certificate is acceptable to many airworthiness authorities, but may be
dependent on the existence of bilateral agreements and/or the policy of the
airworthiness authority. The ‘approved design data’ mentioned in this
Certificate then means approved by the airworthiness authority of the
importing country.
1.4 The Certificate is not a delivery or shipping note.
1.5 Aircraft are not to be released using the Certificate.
1.6 The Certificate does not constitute approval to install the item on a particular
aircraft, engine, or propeller but helps the end user determine its
airworthiness approval status.
1.7 A mixture of production released and maintenance released items is not
permitted on the same Certificate.

2. General format
2.1 The Certificate must comply with the format attached including block numbers
and the location of each block. The size of each block may however be varied
to suit the individual application, but not to the extent that would make the
Certificate unrecognisable.
2.2 The Certificate must be in ‘landscape’ format but the overall size may be
significantly increased or decreased so long as the Certificate remains
recognisable and legible. If in doubt consult DGCA.
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.
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2.8 Limit the use of abbreviations to a minimum, to aid clarity.
2.9 The space remaining on the reverse side of the Certificate may be used by
the originator for any additional information but must not include any
certification statement. Any use of the reverse side of the Certificate must be
referenced in the appropriate block on the front side of the Certificate.

3. Copies
3.1 There is no restriction in the number of copies of the Certificate sent to the
customer or retained by the originator.

4. Error(s) on a certificate
4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them in
writing to the originator. The originator may issue a new Certificate only if the
error(s) can be verified and corrected.
4.2 The new Certificate must have a new tracking number, signature and date.
4.3 The request for a new Certificate may be honored 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.

5. Completion of the certificate by the originator

Block 1 DGCA, India

This information may be pre-printed.

Block 2 “AUTHORISED RELEASE CERTIFICATE CA FORM 1”

This information may be pre-printed.

Block 3 Form Tracking Number

Enter the unique number established by the numbering system/procedure of the
organisation identified in block 4; this may include alpha/numeric characters.

Block 4 Organisation Name and Address

Enter the full name and address of the approved organisation (refer to CA form 3)
releasing the work covered by this Certificate. Logos, etc., are permitted if the logo
can be contained within the block.

Block 5 Work Order/ Contract/ Invoice

To facilitate customer traceability of the item(s), enter the work order number,
contract number, invoice number, or similar reference number.

Block 6 Item
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Enter line item numbers when there is more than one line item. This block permits
easy cross-referencing to the Remarks block 12.

Block 7 Description
Enter the name or description of the item. Preference should be given to the term
used in the instructions for continued airworthiness or maintenance data (e.g.
Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin,
Component Maintenance Manual).

Block 8 Part Number

Enter the part number as it appears on the item or tag/packaging. In case of an
engine or propeller the type designation may be used.

Block 9 Quantity
State the quantity of items.

Block 10 Serial Number

If the item is required by regulations to be identified with a serial number, enter it
here. Additionally, any other serial number not required by regulation may also be
entered. If there is no serial number identified on the item, enter “N/A”.

Block 11 Status/Work
The following describes the permissible entries for block 11. Enter only one of
these terms – where more than one may be applicable, use the one that most
accurately describes the majority of the work performed and/or the status of the
article.
(i) Overhauled. Means a process that ensures the item is in complete conformity
with all the applicable service tolerances specified in the type certificate
holder’s, or equipment manufacturer’s instructions for continued
airworthiness, or in the data which is approved or accepted by the Authority.
The item will be at least disassembled, cleaned, inspected, repaired as
necessary, reassembled and tested in accordance with the above specified
data.
(ii) Repaired. Rectification of defect(s) using an applicable standard (*).
(iii) Inspected/Tested. Examination, measurement, etc. in accordance with an
applicable standard (*) (e.g. visual inspection, functional testing, bench
testing etc.).
(iv) Modified. Alteration of an item to conform to an applicable standard (*).
*Applicable standard means a manufacturing/design/maintenance/quality
standard, method, technique or practice approved by or acceptable to DGCA.
The applicable standard shall be described in block 12.
CA Form 1 Block 12 ‘Remarks’
The CA Form 1 identifies the airworthiness status of an aircraft component in
relation to the work being certified. Block 12 ‘Remarks’ of the CA Form 1 in some
cases contains vital airworthiness-related information (see also Appendix II to
CAR-M) which may need appropriate and necessary actions.
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Examples of information to be entered in block 12 are:
(i) Maintenance data used, including the revision status and reference.

(ii) Compliance with airworthiness directives or service bulletins.

(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
(ix) Information needed to support shipment with shortages or re-assembly after
delivery.
(x) For maintenance organisations approved in accordance with Subpart F of
CAR M, the component certificate of release to service statement referred to
in point M.A.613:
“Certifies that, unless otherwise specified in this block, the work identified in block
11 and described in this block was accomplished in accordance to the
requirements of Section A, Subpart F of CAR M and in respect of that work the
item is considered ready for release to service.”
If printing the data from an electronic CA 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 unauthorized 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 Section A, 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.

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For all maintenance carried out by maintenance organisations approved in
accordance with Section A of 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 DGCA 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 DGCA.

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 ISSUED IN
ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE
USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.”

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2.
AUTHORISED RELEASE
3. FORM TRACKING
1. DGCA INDIA CERTIFICATE NUMBER
CA FORM- 1

5. Work
4. Approved Organisation Name and Address
Order/Contract/Invoice

8. Part 10. Serial/

6. Item 7. Description 9. Qty 11. Status/Work
No Batch No

12. Remarks

14 a. CAR 145.A.50 Other regulation

13 a. Certifies that the items identified above were Release to service specified in block 12
manufactured in conformity to:

 approved design data and are in condition for

safe operation Certifies that unless otherwise specified in block 12,
the work identified in block 11 and described in block
 non-approved design data specified in block 12, was accomplish in accordance with CAR-145 and
12 in respect to that work the items are considered ready
to release to service

13 c. 14 c.
13 b . Authorised
Approval/Authorisation 14 b. Authorised Signature Certificate/Approval Ref
Signature
Number No.

13 d.. Name 13 e. Date(dd/mm/yyyy) 14.d. Name 14 e. Date(dd/dm/yyyy)

User/Installer Responsibilities
THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL. WHERE THE
USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS
AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL
THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM
THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES
AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN
ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE
FLOWN
CA Form 1

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AMC to Appendix II to CAR M Use of the CA Form 1 for maintenance

1. The following formats of an issued CA Form 1 or equivalent certificate

are acceptable:
 A paper certificate bearing a signature (both originals and copies are
accepted);
 A paper certificate generated from an electronic system (printed from
electronically stored data) when complying with the following subparagraph
2;
 An electronic CA Form 1 or equivalent when complying with the following
subparagraph 2.

2. Electronic signature and electronic exchange of the CA Form 1

a) Submission to DGCA
Any organisation intending to implement an electronic signature procedure to
issue CA Form 1 and/or to exchange electronically such data contained on
the CA Form 1, should document it and submit it to DGCA as part of the
documents attached to its exposition.
b) Characteristics of the electronic system generating the CA Form 1
The electronic system should:
 guarantee secure access for each certifying staff;
 ensure integrity and accuracy of the data certified by the signature on
the form and be able to show evidence of the authenticity of the CA
Form 1 (recording and record keeping) with suitable security,
safeguards and backups;
 be active only at the location where the part is being released with an
CA Form 1;
 not permit to sign a blank form;
 provide a high degree of assurance that the data has not been modified
after signature (if modification is necessary after issuance, i.e., re-
certification of a part, a new form with a new number and reference to the
initial issuance should be made).
 provide for a ‘personal’ electronic signature, identifying the signatory. The
signature should be generated only in presence of the signatory.
An electronic signature means data in electronic form which is attached to or
logically associated with other electronic data and which serves as a method of
authentication and should meet the following criteria:
 it is uniquely linked to the signatory;
 it is capable of identifying the signatory;
 it is created using means that the signatory can maintain under his sole
control.

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This electronic signature should be an electronically generated value based on
cryptographic algorithm and appended to data in a way to enable the verification
of the data’s source and integrity.
Organisation(s) are reminded that additional national and/or European
requirements may need to be satisfied when operating electronic systems.
‘Directive1999/93/EC of the European Parliament and of the Council of 13
December 1999on a Community framework for electronic signatures’, as last
amended, may constitute a reference.
The electronic system should be based on a policy and management structure
(Confidentiality, integrity and availability), such as:
 Administrators, signatories;
 Scope of authorisation, rights;
 Password and secure access, authentication, protections,
confidentiality;
 Track changes;
 Minimum blocks to be completed, completeness of information;
 Archives;
 etc.
The electronic system generating the CA Form 1 may contain additional data
such as;
 Manufacturer code;
 Customer identification code;
 Workshop report;
 Inspection results;
 etc.
c) Characteristics of the CA Form 1 generated from the electronic system to
facilitate understanding and acceptance of the CA Form 1 released with an
electronic signature, the following statement should be in Block 14b: ‘Electronic
Signature on File’.
In addition to this statement, it is accepted to print or display a signature in any
form, such as a representation of the hand-written signature of the person signing
(i.e. scanned signature) or a representation of their name.
When printing the electronic form, the CA Form 1 should meet the general format
as specified in Appendix II to CAR M. A watermark-type ‘PRINTED FROM
ELECTRONIC FILE’ should be printed on the document.
When the electronic file contains a hyperlink to data required to determine the
airworthiness of the item(s), the data associated to the hyperlink, when printed,
should be in a legible format and be identified as a reference from the CA Form 1
Additional information not required by the CA Form 1 completion instructions may
be added to the printed copies of CA Form 1, as long as the additional data do not
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prevent a person from filling out, issuing, printing, or reading any portion of the
CA Form 1. This additional data should be provided only in block 12 unless it is
necessary to include it in another block to clarify the content of that block.

d) Electronic exchange of the electronic CA Form 1.

The electronic exchange of the electronic CA Form 1 should be accomplished on

a voluntary basis. Both parties (issuer and receiver) should agree on electronic
transfer of the CA Form 1.
For that purpose, the exchange needs to include:
 all data of the CA Form 1, including referenced data required by the CA Form
1 completion instructions;
 all data required for authentication of the CA Form 1.
In addition, the exchange may include:
 data necessary for the electronic format;
 additional data not required by the CA Form 1 completion instructions, such
as manufacturer code, customer identification code.
The system used for the exchange of the electronic CA Form 1 should
provide:
 A high level of digital security; the data should be protected, not altered or
not corrupted;
 Traceability of data back to its source.
Trading partners wishing to exchange CA Form 1 electronically should do so in
accordance with the means of compliance stated in this document. It is
recommended that they use an established, common, industry method such as Air
Transport Association (ATA) Spec 2000 Chapter 16.
The organisation(s) are reminded that additional national and/or European
requirements may need to be satisfied when operating the electronic exchange of
the electronic CA Form 1.
The receiver should be capable of regenerating the CA Form 1 from the received
data without alteration; if not, the system should revert back to the paper system.
When the receiver needs to print the electronic form, refer to subparagraph c) here
above.
GM to Appendix II to CAR-M Use of the CA Form 1 for maintenance
CA Form 1 Block 12 ‘Remarks’
Examples of data to be entered in this block as appropriate:-
 Maintenance documentation used, including the revision status, for all work
performed and not limited to the entry made in block 11. A statement such as
‘in accordance with the CMM’ is not acceptable.
 NDT methods with appropriate documentation used when relevant.
 Compliance with airworthiness directives or service bulletins.

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 Repairs carried out.
 Modifications carried out.
 Replacement parts installed.
 Life-limited parts status.
 Shelf life limitations.
 Deviations from the customer work order.
 Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
 Information needed to support shipment with shortages or re-assembly after
delivery.
 References to aid traceability, such as batch numbers.”

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Appendix III
Airworthiness Review Certificate-CA Form 15 a
DGCA INDIA
AIRWORTHINESS REVIEW CERTIFICATE
ARC reference: ……………………………………….

Pursuant to DGCA Regulations for the time being into force, DGCA hereby certifies that the following aircraft

Aircraft Manufacturer:………………………………………………..

Manufacturer’s designation: …………………………………………

Aircraft registration: ………………………………………………….

Aircraft Serial number : ……………………………………………….

is considered airworthy at the time of this review.

Date of issue: ……………………………………… Date of Expiry …………………………………..…….

Aircraft Flight Hours (FH ) at date of issue ---------------------------------------------------------------------------------

Signed: …………………………………………… Authorisation No ………………………………………

1st Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
CAR-M for the last year. The aircraft is considered to be airworthy at the time of the issue.

Date of issue: ……………………………………… Date of Expiry ……………………………………….

Aircraft Flight Hours (FH ) at date of issue ---------------------------------------------------------------------------------

Signed: …………………………………………… Authorisation No ………………………………………

Company Name ……………………………… … Approval Reference ……………………………………….

2nd Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
CAR-M for the last year. The aircraft is considered to be airworthy at the time of the issue.

Date of issue: …………………………………….. Date of Expiry ……………………………………….

Aircraft Flight Hours (FH ) at date of issue ---------------------------------------------------------------------------------

Signed: ……………………………………………. Authorisation No ………………………………………

Company Name …………………………………. Approval Reference ……………………………………….

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Appendix III
Airworthiness Review Certificate -CA Form 15b
DGCA INDIA
AIRWORTHINESS REVIEW CERTIFICATE

ARC reference: ……………………………………….

Pursuant to DGCA Regulations for the time being into force, the following continuing airworthiness
management organization, approved in accordance with Section A, Subpart G of CAR M.

[NAME OF THE ORGANISATION APPROVED AND ADDRESS]

Approval Reference:

hereby certifies that it has performed an airworthiness review in accordance with point M.A 710 of CAR-M
on the following aircraft.

Aircraft Manufacturer:………………………………………………..

Manufacturer’s designation: …………………………………………

Aircraft registration: ………………………………………………….

Aircraft Serial number : ……………………………………………….

and this aircraft is considered airworthy at the time of this review.

Date of issue: ……………………………………… Date of Expiry ………………………………………….

Aircraft Flight Hours (FH ) at date of issue ---------------------------------------------------------------------------------

Signed: ……………………………………………… Authorisation No ………………………………………

1st Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
CAR-M for the last year.The aircraft is considered to be airworthy at the time of the issue.

Date of issue: ……………………………………… Date of Expiry ………………………..……………….

Aircraft Flight Hours (FH ) at date of issue ---------------------------------------------------------------------------------

Signed: …………………………………………..… Authorisation No ………………………………………

Company Name ………………………………….. Approval Reference ………………………………….

2nd Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
CAR-M for the last year. The aircraft is considered to be airworthy at the time of the issue.

Date of issue: ……………………………………… Date of Expiry …………………………………………

Signed: ……………………………………………… Authorisation No ………………………………………

Aircraft Flight Hours (FH ) at date of issue ---------------------------------------------------------------------------------

Company Name …………………………………… Approval Reference ………………………………….

CA Form 15b

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Appendix IV
Approval Ratings
ORGANISATION APPROVAL CLASS AND RATING SYSTEM
1. Except as stated otherwise for the smallest organisation in paragraph 11,
Table 1 outlines the full extent of approval possible under M.A. Subpart F in a
standardized form. 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 Table 1 the M.A. Subpart F approved maintenance organisation
is required by Subpart-F to indicate scope of work in the maintenance
organisation exposition. See also paragraph 10.

3. Within the approval class(es) and rating(s) granted by DGCA, the scope of
work specified in the maintenance organisation exposition defines the exact
limits of approval. It is therefore essential that the approval class(es) and
rating(s) and the organisation's scope of work are compatible.

4. A category A class rating means that the maintenance organisation approved

in accordance with Section A, Subpart F of CAR-M may carry out maintenance
on the aircraft and any component (including engines and/or Auxiliary Power
Units (APUs), in accordance with aircraft maintenance data or, if agreed by
DGCA, 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 paragraph. This will be subject to a control procedure in the
maintenance organisation exposition acceptable to DGCA. 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 maintenance organisation approved

in accordance with Section A, Subpart F of CAR-M may carry out maintenance
on the uninstalled engine and/or APU and engine and/or APU components, in
accordance with engine and/or APU maintenance data or, if agreed by DGCA,
in accordance with component maintenance data, only whilst such
components are fitted to the engine and/or APU. Nevertheless, such B-rated
approved maintenance organisation may temporarily remove a component for
maintenance, in order to improve access to that component, except when such
removal generates the need for additional maintenance not eligible for the
provisions of this paragraph. The limitation section will specify the scope of
such maintenance thereby indicating the extent of approval. A maintenance
organisation approved in accordance with Section A, Subpart F of CAR M 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. The maintenance organisation
exposition scope of work shall reflect such activity where permitted by DGCA.
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6. A category C class rating means that the M.A. Subpart F 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 Subpart-F approved
maintenance organisation with a category C class rating may also carry out
maintenance on an installed component during base and line maintenance or
at an engine/APU maintenance facility subject to a control procedure in the
maintenance organisation exposition. The maintenance organisation
exposition scope of work shall reflect such activity where permitted by DGCA.

7. A category D class rating is a self contained class rating not necessarily related
to a specific aircraft, engine or other component. The D1 — Non- Destructive
Testing (NDT) rating is only necessary for a Subpart-F approved maintenance
organisation that carries out NDT as a particular task for another organisation.
A M.A. Subpart F approved maintenance organisation with a class rating in A
or B or C category may carry out NDT on products it is maintaining subject to
the maintenance organisation exposition containing NDT procedures, without
the need for a D1 class rating.

8. The ‘limitation’ section is intended to give DGCA maximum flexibility to

customise the approval to a particular organisation.Table 1 specifies the types
of limitation possible and whilst maintenance is listed last in each class rating
it is acceptable to stress the maintenance task rather than the aircraft or engine
type or manufacturer, if this is more appropriate to the organisation. An
example could be avionic systems installations and maintenance.

9. Table 1 makes reference to series, type and group in the limitation section of
class A and B. Series means a specific type series such as Cessna 150 or
Cessna 172 or Beech 55 series or continental O-200 series etc. Type means
a specific type or model such as Cessna 172 RG type. Any number of series
or types may be quoted. Group means for example Cessna single piston
engine aircraft or Lycoming non-supercharged piston engines etc.

10. When a lengthy capability list is used which could be subject to frequent
amendment, then such amendment shall be in accordance with a procedure
acceptable to DGCA and included in the maintenance organisation exposition.
The procedure shall address the issues of who is responsible for capability list
amendment control and the actions that need to be taken for amendment.
Such actions include ensuring compliance with Subpart-F for products or
services added to the list.

11. A M.A.Subpart F approved maintenance organisation which employs only one

person to both plan and carry out all maintenance can only hold a limited scope
of approval rating. The maximum permissible limits are:

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CLASS RATING LIMITATION BASE LINE

RATING A2 PISTON ENGINED 5700 KG
AIRCRAFT
AEROPLANES AND BELOW
RATING A3 SINGLE
PISTON ENGINED 3175 KG
AIRCRAFT ENGINED
AND BELOW
HELICOPTERS
RATING A4 AIRCRAFT
AIRCRAFT OTHER THAN A1, A2 NO LIMITATION
AND A3
ENGINES RATING B2 PISTON LESS THAN 450 HP
COMPONENTS
RATING
OTHER THAN
C1 TO C20 AS PER CAPABILITY LIST
COMPLETE
ENGINES OR
APUs
NDT METHOD(S) TO BE
SPECIALISED D1 NDT SPECIFIED

It should be noted that such an organisation may be further limited by DGCA in the scope
of approval dependent upon the capability of the particular organisation.
Table 1
CLASS RATING LIMITATION
AIRCRAFT A2 Aero planes 5700 kg Will state aeroplane manufacturer or group or series or type
and below 5700 kg and and/or the maintenance tasks
below
A3 Single engined Heli- Will state helicopter manufacturer or group or series or type
copters and/or the maintenance task(s)
A4 Aircraft other than Will state aircraft series or type and/or the maintenance
A1, A2 and A3 task(s)
ENGINES B1 Turbine Will state engine series or type and/or the maintenance
task(s)
B2 Piston Will state engine manufacturer or group or series or type
and/or the maintenance task(s)
B3 APU Will state engine manufacturer or series or type and/or the
maintenance task(s)
COMPONENTS C1 Air Cond & Press Will state aircraft type or aircraft manufacturer or
OTHER THAN C2 Auto Flight component manufacturer or the particular component
COMPLETE
C3 Comms and Nav and/or cross refer to a capability list in the exposition
ENGINES OR
APUs C4 Doors — Hatches and/or the maintenance task(s)
C5 Electrical Power
C6 Equipment
C7 Engine — APU
C8 Flight Controls
C9 Fuel
C10 Helicopter — Rotors
C11 Helicopter — Trans

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C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
C18 Protection
ice/rain/Fire
C19 Windows
C20 Structural

SPECIALISED D1 Non-Destructive Will state particular NDT method(s)

SERVICES Testing

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Appendix V
Approval Certificate CAR M Section A Subpart F Maintenance Organisation
Page 1 of 2

Directorate General of Civil Aviation

India

APPROVAL CERTIFICATE
REFERENCE

Pursuant to DGCA Regulations for the time being in force and subject to the conditions specified below, DGCA
hereby certifies

[COMPANY NAME] MAINTENANCE ORGANISATION

as a maintenance organization as referred to in CAR-M Section A Subpart F approved to maintain the products,
parts and appliances listed in the attached approval schedule and issue related certificates of release to service
using the above reference and when stipulated to issue recommendations and airworthiness review certificate
after an airworthiness review as specificed in point MA 901 (l) of this CAR for those aircraft listed in the attached
approval schedule. .

CONDITIONS:

1. This approval is limited to that specified in the scope of approval section of the approved maintenance
organisation manual, and

2. This approval requires compliance with the procedures specified in the approved maintenance organisation
manual, and

3. This approval is valid whilst the approved maintenance organization remains in compliance with CAR-M

4. Subject to compliance with the foregoing conditions, this approval shall remain valid unless the approval has
previously been surrendered, superseded, suspended or revoked.

Date of Original Issue: …………………………………… ………………

Date of this revision
Revision No.
Signed: …………………………

Date of attached Schedule of Approval:………………………………………For the use of DGCA only

CA Form 3

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Page 2 of 2

APPROVAL SCHEDULE

Organisation name: [COMPANY NAME] MAINTENANCE ORGANISATION

Reference:

CLASS RATING LIMITATION

AIRCRAFT A2: Aeroplanes/
A3: Single engine helicopters
ENGINES B1: Turbine
COMPONENTS OTHER C1: Air Cond & Press
THAN COMPLETE C2 : Auto Flight
ENGINES OR APUs
C5 : Electrical Power
C6: Equipment
C7: Engine - APU
C16: Propellers
SPECIALISED SERVICES D1: Non- Destructive Inspection

This approval schedule is limited to the products, parts and appliances and to the activities specified in
the scope of approval section approved maintenance organization manual.

Maintenance Organisation Manual Reference:………………………………………………………………..

Date of original issue:…………………………………………………………….

Date of last revision approved ----------------------------------------------Revision No-----------------------------

Signed: ………………………………………………………………………

For Directorate General of Civil Aviation

CA Form 3

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AMC to Appendix V to CAR -M Maintenance Organisation Approval referred
to in CAR-M Subpart F

The following fields on page 2 “Maintenance Organisation Approval Schedule” of

the maintenance organisation approval certificate should be completed as follows:

 Date of original issue: It refers to the date of the original issue of the
maintenance organisation manual

 Date of last revision approved: It refers to the date of the last revision of the
maintenance organisation manual affecting the content of the certificate.
Changes to the maintenance organisation manual which do not affect the
content of the certificate do not require the reissuance of the certificate.

 Revision No: It refers to the revision No of the last revision of the maintenance
organisation manual affecting the content of the certificate. Changes to the
maintenance organisation manual which do not affect the content of the
certificate do not require the reissuance of the certificate.

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Appendix VI

Continuing Airworthiness Management Organisation Approval Certificate referred

to in CAR-M
Subpart G
Directorate General of Civil Aviation
India
CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION
APPROVAL CERTIFICATE

Reference : XX.MG.XXX (ref. AOC XX.XXXX)

Pursuant to DGCA Regulations for the time being in force and subject to the condition specified below, DGCA hereby
certifies :
[COMPANY NAME AND ADDRESS]

As a continuing airworthiness management organisation in compliance with CAR-M, Section A, Subpart G approved to manage
the continuing airworthiness of the aircraft listed in the attached schedule of approval and, when stipulated to issue
recommendations or airworthiness review certificates after an airworthiness review as specified in point M.A.710 of CAR-M
when stipulated.

CONDITIONS

1. This approval is limited to that specified in the scope of approval section of the approved continuing airworthiness
management exposition as referred to in CAR-M, Section A, Subpart G.

2. This approval requires compliance with the approved continuing airworthiness management exposition procedures
specified in the CAR-M

3. This approval is valid whilst the approved continuing airworthiness management organization remains in compliance
with CAR-M.

4. Whenever the continuing airworthiness management organisation contracts under its quality system the services of
an /several organization(s), this approval remain valid subject to such organization(s) fulfilling applicable ontractual
obligations.

5. Subject to compliance with the conditions 1 to 4 above, this approval shall remain valid for duration as specified in
the attached validity schedule unless the approval has previously been surrendered, superseded, suspended or
revoked.

If this form is also used for AOC holders, the AOC number shall be added to the reference, in addition to the
standard number, and the condition 5 shall be replaced by the following extra conditions :

6. This approval does not constitute an authorisation to operate the types of aircraft referred in paragraph 1. The
authorisation to operate the aircraft is the Air Operator Certificate (AOC).

7. Termination, suspension or revocation of the AOC automatically invalidates the present approval in relation to the
aircraft registrations specified in the AOC, unless otherwise explicitly stated by DGCA.

8. Subject to compliance with the previous conditions, this approval shall remain valid for the period as specified in
Approval Validity sheet unless the approval has previously been surrendered, superseded, suspended or revoked.

Date of original issue : ……………………..

Signed : ………………………………………

Date of this revision : ………………………. Revision No. : ………………………..

For Directorate General of Civil Aviation : ………………………………

Page 1 of 2
CA Form 14

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CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

APPROVAL SCHEDULE

Reference : XX.MG.XXX (ref. AOC XX.XXXX)

Organisation : [COMPANY NAME AND ADDRESS]

Aircraft type .series. group Airworthiness review authorised Organisation(s) working under
quality system

[YES/NO]

This approval Schedule is limited to that specified in the scope of approval contained in approved Continuing
Airworthiness Management Exposition section………………………………

Continuing Airworthiness Management Exposition Reference: ………………………………

Date of original issue : …………………………………………………………………………….

.
Date of this revision : ……………………………………. Revision No. : ………………………

Signed : ………………………………………………………………………………………………

For Directorate General of Civil Aviation

Page 2 of 2

CA Form 14

AMC to Appendix VI to CAR-M Continuing Airworthiness Management

Organisation Approval referred to in CAR-M Subpart G

The following fields on page 2 “Continuing Airworthiness Management Organisation

Approval Schedule” of the continuing airwothiness management organisation approval
certificate should be completed as follows:

-Date of original issue: It refers to the date of the original issue of the continuing
airworthiness management exposition

- Date of last revision: It refers to the date of the last revision of the continuing
airworthiness management exposition affecting the content of the certificate. Changes to
the continuing airworthiness management exposition which do not affect the content of
the certificate do not require the reissuance of the certificate.

-Revision No: It refers to the revision No of the last revision of the continuing airworthiness
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management exposition affecting the content ofthe certificate. Changes to the continuing
airworthiness management exposition which do not affect the content of the certificate do
not require the reissuance of the certificate.

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Appendix VII
Complex Maintenance Tasks
The following constitutes the complex maintenance tasks referred to in points
M.A.801(b)2 and M.A.801(c):
1. The modification, repair or replacement by riveting, bonding, laminating, or
welding of any of the following airframe parts:
a) box beam;
b) wing stringer or chord member;
c) spar;
d) spar flange;
e) member of a truss-type beam;
f) web of a beam;
g) keel or chine member of a flying boat hull or a float;
h) corrugated sheet compression member in a wing or tail surface;
i) wing main rib;
j) wing or tail surface brace strut;
k) engine mount;
l) fuselage longeron or frame;
m) member of a side truss, horizontal truss or bulkhead;
n) seat support brace or bracket;
o) seat rail replacement;
p) landing gear strut or brace strut;
q) axle;
r) wheel; and
s) 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.
3. The performance of the following maintenance on a piston engine:
a) dismantling and subsequent reassembling of a piston engine other than (i) to
obtain access to the piston/cylinder assemblies; or (ii) to remove the rear
accessory cover to inspect and/or replace oil pump assemblies, where such
work does not involve the removal and re-fitment of internal gears;
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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.’

AMC to Appendix VII “Complex Maintenance Tasks”

The sentence “suitably approved or authorised welder” contained in Appendix VII,
paragraph 3(c), means that the qualification should be as per CAR Section- 2,
Series – L Part-XIV.

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Appendix VIII
Limited Pilot-Owner Maintenance
In addition to the requirements laid down in CAR-M, the following basic principles
are to be complied with before any maintenance task is carried out under the
terms of Pilot-owner maintenance:
(a) Competence and responsibility
1. The Pilot-owner is always responsible for any maintenance that he
performs.
2. Before carrying out any Pilot-owner maintenance tasks, the Pilot-owner
must satisfy himself that he is competent to do the task. It is the
responsibility of Pilot-owners to familiarize themselves with the standard
maintenance practices for their aircraft and with the aircraft maintenance
programme. If the Pilot-owner is not competent for the task to be carried
out, the task cannot be released by the Pilot-owner.
3. The Pilot-owner (or his contracted continuing airworthiness management
organisation referred to in Subpart G, Section A of CAR-M) is responsible
for identifying the Pilot-owner tasks according to these basic principles in
the maintenance programme and for ensuring that the document is
updated in a timely manner.
4. The approval of the maintenance programme has to be carried out in
accordance with point M.A.302.
(b) Tasks
The Pilot-owner may carry out simple visual inspections or operations to check
for general condition and obvious damage and normal operation of the airframe,
engines, systems and components.
Maintenance tasks shall not be carried out by the Pilot-owner when the task:
1. is a critical maintenance task and/or;
2. requires the removal of major components or major assembly and/or;
3. is carried out in compliance with an Airworthiness Directive or an
Airworthiness Limitation Item, unless specifically allowed in the AD or the
ALI and/or;
4. requires the use of special tools, calibrated tools (except torque wrench
and crimping tool) and/or;
5. requires the use of test equipments or special testing (e.g. NDT, system
tests or operational checks for avionic equipment) and/or;
6. is composed of any unscheduled special inspections (e.g. heavy landing
check) and/or;
7. is effecting systems essential for the IFR operations and/or;
8. is listed in Appendix VII or is a component maintenance task in accordance
with point M.A.502.

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9. is part of the annual or 100h check contained in the Minimum Inspection
Programme described in M. A.302(i).
The criteria 1 to 8 9 listed above cannot be overridden by less restrictive
instructions issued in accordance with “M.A.302 (d) Maintenance Programme”.
Any task described in the aircraft flight manual as preparing the aircraft for flight
(Example: assembling the glider wings or pre-flight), is considered to be a pilot
task and is not considered a Pilot-owner maintenance task and therefore does
not require a Certificate of Release to Service.
(c) Performance of the maintenance Pilot-owner tasks and records
The maintenance data as specified in point M.A.401 must be always available
during the conduct of Pilot-owner maintenance and must be complied with.
Details of the data referred to in the conduct of Pilot-owner maintenance must be
included in the Certificate of Release to Service in accordance with point M.A.803
(d).
The Pilot-owner must inform the approved continuing airworthiness management
organisation responsible for the continuing airworthiness of the aircraft (if
applicable) not later than 30 days after completion of the Pilot-owner maintenance
task in accordance with point M.A.305 (a).

AMC to Appendix VIII “Limited Pilot Owner Maintenance

1. The lists here below specify items that can be expected to be completed by an
owner who holds a current and valid pilot licence for the aircraft type involved and
who meets the competence and responsibility requirements of Appendix VIII to
CAR-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.

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Appendices to AMCs

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Appendix I to AMC M.A.302 and AMC M.B.301 (b)
Content of the Maintenance Programme

1 General Requirements

1.1 The maintenance programme should contain the following basic

information.
1.1.1 The type/model and registration number of the aircraft, engines and,
where applicable, auxiliary power units and propellers
1.1.2 The name and address of the owner, operator or M.A Subpart G approved
organisation managing the aircraft airworthiness.
1.1.3 The reference, the date of issue and issue number of the approved
maintenance programme.
1.1.4 A statement signed by the owner, operator or M.A Subpart G approved
organisation managing the aircraft airworthiness to the effect that the
specified aircraft will be maintained to the programme and that the
programme will be reviewed and updated as required.
1.1.5 Contents/list of effective pages and their revision status of the document.
1.1.6 Check periods, which reflect the anticipated utilisation of the aircraft.
Such utilisation should be stated and include a tolerance of not more than
25%. Where utilisation cannot be anticipated, calendar time limits should
also be included.
1.1.7 Procedures for the escalation of established check periods, where
applicable and acceptable to DGCA.
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.
1.1.13 If applicable details of specific structural maintenance programmes
where issued by the type certificate holder including but not limited to:
a) Maintenance of structural Integrity by damage Tolerance and
Supplemental Structural Inspection Programmes (SSID).
b) Structural maintenance programmes resulting from the SB review
performed by the TC holder.
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c) Corrosion prevention and control.
d) Repair Assessment.
e) Widespread Fatigue Damage

1.1.14 If applicable, details of Critical Design Configuration Control Limitations

together with appropriate procedure.
1.1.15 If applicable a statement of the limit of validity in terms of total flight
cycles/calendar date/flight hours for the structural programme in 1.1.13.
1.1.16 The periods at which overhauls and/or replacements by new or
overhauled components should be made.
1.1.17 A cross-reference to other documents approved by DGCA which contain
the details of maintenance tasks related to mandatory life limitations,
Certification Maintenance Requirements (CMR’s) and ADs.
Note: To prevent inadvertent variations to such tasks or intervals these items
should not be included in the main portion of the maintenance
programme document, or any planning control system, without specific
identification of their mandatory status.
1.1.18 Details of, or cross-reference to, any required reliability programme or
statistical methods of continuous Surveillance.
1.1.19 A statement that practices and procedures to satisfy the programme
should be to the standards specified in the TC holder’s Maintenance
Instructions. In the case of approved practices and procedures that differ,
the statement should refer to them.
1.1.20 Each maintenance task quoted should be defined in a definition section
of the programme.
2 Programme Basis
2.1 An owner or an M.A Subpart G approved organisation’s aircraft
maintenance programme should normally be based upon the MRB report,
where applicable, and the TC holder’s maintenance planning document or
Chapter 5 of the maintenance manual, (i.e. the manufacturer’s
recommended maintenance programme).
The structure and format of these maintenance recommendations may be
re-written by the owner or the M.A Subpart G approved organisation to
better suit the operation and control of the particular maintenance
programme.
2.2 For a newly type-certificated aircraft where no previously approved
maintenance programme exists, it will be necessary for the owner or the
M.A Subpart G approved organisation to comprehensively appraise the
manufacturer’s recommendations (and the MRB report where applicable),
together with other airworthiness information, in order to produce a realistic
programme for approval.
2.3 For existing aircraft types it is permissible for the owner or CAMO to make
comparisons with maintenance programmes previously approved. It should
not be assumed that a programme approved for one owner or the M.A

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Subpart G approved organisation would automatically be approved for
another.
Evaluation should be made of the aircraft/fleet utilisation, landing rate,
equipment fit and, in particular, the experience of the owner or the M.A
Subpart G approved organisation when assessing an existing programme.
Where DGCA is not satisfied that the proposed maintenance programme
can be used as is, DGCA should request appropriate changes such as
additional maintenance tasks or de-escalation of check frequencies as
necessary.
2.4 Critical Design Configuration Control Limitations (CDCCL) If CDCCL have
been identified for the aircraft type by the TC/STC holder, maintenance
instructions should be developed. CDCCL’s are characterized by features
in an aircraft installation or component that should be retained during
modification, change, repair, or scheduled maintenance for the operational
life of the aircraft or applicable component or part.

3 Amendments

Amendments (revisions) to the approved maintenance programme should be

made by the owner or the M.A Subpart G approved organisation, to reflect
changes in the TC holder’s recommendations, modifications, service
experience, or as required by DGCA.

4 Permitted Variations to Maintenance Periods

The owner or the M.A Subpart G approved organisation may only vary the
periods prescribed by the programme with the approval of DGCA or through a
procedure developed in the maintenance programme and approved by DGCA.
5 Periodic Review of Maintenance Programme Contents

5.1 The owner or the M.A Subpart G approved organisation’s approved

maintenance programmes should be subject to periodic review to ensure
that they reflect current TC holder’s recommendations, revisions to the MRB
report if applicable, mandatory requirements and the maintenance needs of
the aircraft.
5.2 The owner or the M.A Subpart G approved organisation should review the
detailed requirements at least annually for continued validity in the light of
operating experience.
6. Reliability Programmes
6.1 Applicability
6.1.1 A reliability programme should be developed in the following cases:
a) the aircraft maintenance programme is based upon MSG-3 logic
b) the aircraft maintenance programme includes condition monitored

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components
c) the aircraft maintenance programme does not contain overhaul time periods
for all significant system components
d) when specified by the Manufacturer’s maintenance planning document or
MRB.
6.1.2 A reliability Programme need not be developed in the following cases:
a) the maintenance programme is based upon the MSG-1 or 2 logic but only
contains hard time or on condition items
b) the aircraft is not a complex motor-powered aircraft according to CAR-M
c) the aircraft maintenance programme provides overhaul time periods for all
significant system components.

Note: for the purpose of this paragraph, a significant system is a system

the failure of which could hazard the aircraft safety.

6.1.3 Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an M.A.Subpart G

organisation may however, develop its own reliability monitoring programme
when it may be deemed beneficial from a maintenance planning point of
view.

6.2 Applicability for M.A.Subpart G organisation/operator of small fleets of

aircraft
6.2.1 For the purpose of this paragraph, a small fleet of aircraft is a fleet of less
than 6 aircraft of the same type.
6.2.2 The requirement for a reliability programme is irrespective of the
M.A.Subpart G organisation’s fleet size.
6.2.3 Complex reliability programmes could be inappropriate for a small fleet. It is
recommended that such M.A. Subpart G organisations tailor their reliability
programmes to suit the size and complexity of operation.
6.2.4 One difficulty with a small fleet of aircraft consists in the amount of available
data which can be processed: when this amount is too low, the calculation
of alert level is very coarse. Therefore “alert levels” should be used carefully.
6.2.5 An M.A.Subpart G organisation of a small fleet of aircraft, when establishing
a reliability programme, should consider the following:
(a) The programme should focus on areas where a sufficient amount of data
is likely to be processed.
(b) When the amount of available data is very limited, the M.A. Subpart G
organisation’s engineering judgement is then a vital element. In the
following examples, careful engineering analysis should be exercised
before taking decisions:

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 A “0” rate in the statistical calculation may possibly simply reveal that
enough statistical data is missing, rather that there is no potential
problem.
 When alert levels are used, a single event may have the figures reach
the alert level. Engineering judgement is necessary so as to discriminate
an artefact from an actual need for a corrective action.
 In making his engineering judgement, an M.A.Subpart G organisation is
encouraged to establish contact and make comparisons with other M.A.
Subpart G organisations of the same aircraft, where possible and
relevant. Making comparison with data provided by the manufacturer may
also be possible.
6.2.6 In order to obtain accurate reliability data, it should be recommended to pool
data and analysis with one or more other M.A. Subpart G organisation(s).
Paragraph 6.6 of this paragraph specifies under which conditions it is
acceptable that M.A. Subpart G organisations share reliability data.
6.2.7 Notwithstanding the above there are cases where the M.A.Subpart G
organisation will be unable to pool data with other M.A. Subpart G
organisation, e.g. at the introduction to service of a new type. In that case
DGCA should impose additional restrictions on the MRB/MPD tasks
intervals (e.g. no variations or only minor evolution are possible, and with
DGCA approval).
6.3 Engineering judgement
6.3.1 Engineering judgement is itself inherent to reliability programmes as no
interpretation of data is possible without judgement. In approving the M.A.
Subpart G organisation’s maintenance and reliability programmes, DGCA
is expected to ensure that the organisation which runs the programme (it
may be the M.A.Subpart G organisation, or an CAR-145 organisation under
contract) hires sufficiently qualified personnel with appropriate engineering
experience and understanding of reliability concept (see AMC M.A.706)
6.3.2 It follows that failure to provide appropriately qualified personnel for the
reliability programme may lead DGCA to reject the approval of the reliability
programme and therefore the aircraft maintenance programme.
6.4 Contracted maintenance
6.4.1 Whereas M.A.302 specifies that, the aircraft maintenance programme -
which includes the associated reliability programme-, should be managed
and presented by the CAMO to DGCA, CAMO subcontract certain functions
to the maintenance organisation under contract, provided this organisation
proves to have the appropriate expertise.
6.4.2 These functions are:
a) Developing the aircraft maintenance and reliability programmes,
b) Performing the collection and analysis of the reliability data,

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c) Providing reliability reports, and
d) Proposing corrective actions to the M.A. Subpart G organisation.
6.4.3 Notwithstanding the above decision to implement a corrective action (or the
decision to request from DGCA the approval to implement a corrective
action) remains the M.A.Subpart G organisation’s prerogative and
responsibility. In relation to paragraph 6.4.2(d) above, a decision not to
implement a corrective action should be justified and documented.
6.4.4 The arrangement between the CAMO and the maintenance organisation
should be specified in the maintenance contract (see appendix XI to AMC
MA 708 ( c ) ) and the relevant CAME, and maintenance organization
procedures.
6.5 Reliability Programme
In preparing the programme details, account should be taken of this
paragraph. All associated procedures should be clearly defined.
6.5.1 Objectives
6.5.1.1 A statement should be included summarising as precisely as possible
the prime objectives of the programme. To the minimum it should include
the following:
 to recognise the need for corrective action,
 to establish what corrective action is needed and,
 to determine the effectiveness of that action
6.5.1.2 The extent of the objectives should be directly related to the scope of
the programme. Its scope could vary from a component defect
monitoring system for a small M.A. Subpart G organisation, to an
integrated maintenance management programme for a big M.A.Subpart
G organisation. The manufacturer’s maintenance planning documents
may give guidance on the objectives and should be consulted in every
case.
6.5.1.3 In case of a MSG-3 based maintenance programme, the reliability
programme should provide a monitor that all MSG-3 related tasks from
the maintenance programme are effective and their periodicity is
adequate.
6.5.2 Identification of items.
The items controlled by the programme should be stated, e.g. by ATA
Chapters. Where some items (e.g. aircraft structure, engines, APU) are
controlled by separate programmes, the associated procedures (e.g.
individual sampling or life development programmes, constructor’s structure
sampling programmes) should be cross referenced in the programme.
6.5.3 Terms and definitions.
The significant terms and definitions applicable to the programme should be
clearly identified. Terms are already defined in MSG-3, CAR-145 and

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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.
i. Air Safety Reports.
j. Reports on Technical Delays and Incidents.
k. Other sources: EDTO/ETOPS, RVSM, CAT II/III.

6.5.4.3 In addition to the normal prime sources of information, due account

should be taken of continuing airworthiness and safety information
promulgated under CAR-21

6.5.5 Display of information.

Collected information may be displayed graphically or in a tabular format or a
combination of both. The rules governing any separation or discarding of
information prior to incorporation into these formats should be stated. The format
should be such that the identification of trends, specific highlights and related
events would be readily apparent.

6.5.5.1 The above display of information should include provisions for “nil
returns” to aid the examination of the total information.
6.5.5.2 Where “standards” or “alert levels” are included in the programme, the
display of information should be oriented accordingly.
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6.5.6 Examination, analysis and interpretation of the information.
The method employed for examining, analysing and interpreting the
programme information should be explained.
6.5.6.1 Examination.
Methods of examination of information may be varied according to the
content and quantity of information of individual programmes. These can
range from examination of the initial indication of performance variations
to formalised detailed procedures at specific periods, and the methods
should be fully described in the programme documentation.
6.5.6.2 Analysis and Interpretation.
The procedures for analysis and interpretation of information should be
such as to enable the performance of the items controlled by the
programme to be measured; they should also facilitate recognition,
diagnosis and recording of significant problems. The whole process
should be such as to enable a critical assessment to be made of the
effectiveness of the programme as a total activity. Such a process may
involve:

a. Comparisons of operational reliability with established or allocated

standards (in the initial period these could be obtained from in-
service experience of similar equipment of aircraft types).
b. Analysis and interpretation of trends.
c. The evaluation of repetitive defects.
d. Confidence testing of expected and achieved results.
e. Studies of life-bands and survival characteristics.
f. Reliability predictions.
g. Other methods of assessment.

6.5.6.3 The range and depth of engineering analysis and interpretation should
be related to the particular programme and to the facilities available. The
following, at least, should be taken into account:
a. Flight defects and reductions in operational reliability.
b. Defects occurring on-line and at main base.
c. Deterioration observed during routine maintenance.
d. Workshop and overhaul facility findings.
e. Modification evaluations.
f. Sampling programmes.
g. The adequacy of maintenance equipment and publications.
h. The effectiveness of maintenance procedures.

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i. Staff training.
j. Service bulletins, technical instructions, etc.

6.5.6.4 Where the M.A. Subpart G organisation relies upon contracted

maintenance and/or overhaul facilities as an information input to the
programme, the arrangements for availability and continuity of such
information should be established and details should be included.

6.5.7 Corrective Actions.

6.5.7.1 The procedures and time scales both for implementing corrective
actions and for monitoring the effects of corrective actions should be
fully described. Corrective actions shall correct any 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 DGCA 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 DGCA should be
stated. This information should be contained in the CAME as
appropriate.
6.5.9 Presentation of Information to DGCA.

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The following information should be submitted to DGCA for approval as
part of the reliability programme:
(a) The format and content of routine reports.
(b) The time scales for the production of reports together with their
distribution.
(c) The format and content of reports supporting request for increases in
periods between maintenance (escalation) and for amendments to
the approved maintenance programme. These reports should
contain sufficient detailed information to enable DGCA to make its
own evaluation where necessary.
6.5.10 Evaluation and Review.
Each programme should describe the procedures and individual
responsibilities in respect of continuous monitoring of the
effectiveness of the programme as a whole. The time periods and the
procedures for both routine and non-routine reviews of maintenance
control should be detailed (progressive, monthly, quarterly, or annual
reviews, procedures following reliability “standards” or “alert levels”
being exceeded, etc.).
6.5.10.1 Each Programme should contain procedures for monitoring and, as
necessary, revising the reliability “standards” or “alert levels”. The
organisational responsibilities for monitoring and revising the
“standards” should be specified together with associated time scales.
6.5.10.2 Although not exclusive, the following list gives guidance on the criteria
to be taken into account during the review.
(a) Utilisation (high/low/seasonal).
(b) Fleet commonality.
(c) Alert Level adjustment criteria.
(d) Adequacy of data.
(e) Reliability procedure audit.
(f) Staff training.
(g) Operational and maintenance procedures.
6.5.11 Approval of maintenance programme amendment
DGCA may authorise the M.A.Subpart G organisation to implement in
the maintenance programme changes arising from the reliability
programme results prior to their formal approval by the authority when
satisfied that ;
(a) the Reliability Programme monitors the content of the Maintenance
Programme in a comprehensive manner, and
(b) the procedures associated with the functioning of the “Reliability Group”
provide the assurance that appropriate control is exercised by the CAMO
over the internal validation of such changes.

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6.6 Pooling Arrangements.
6.6.1 In some cases, in order that sufficient data may be analysed it may be
desirable to “pool” data: i.e. collate data from a number of M.A. Subpart
G organisations of the same type of aircraft. For the analysis to be valid,
the aircraft concerned, mode of operation, and maintenance procedures
applied should be substantially the same: variations in utilisation
between two M.A. Subpart G organisations may more than anything,
fundamentally corrupt the analysis. Although not exhaustive the
following list gives guidance on the primary factors which need to be
taken into account.
(a) Certification factors, such as: aircraft TCDS compliance (variant) /
modification status, including SB compliance.
(b) Operational Factors, such as: operational environment / utilisation, e.g.
low/high/seasonal etc / respective fleet size operating rules applicable
(e.g. EDTO/ETOPS/RVSM/All Weather etc.) / operating procedures /
MEL and MEL utilization.
(c) Maintenance factors, such as: aircraft age maintenance procedures;
maintenance standards applicable; lubrication procedures and
programme; MPD revision or escalation applied or maintenance
programme applicable.
6.6.2 Although it may not be necessary for all of the foregoing to be completely
common, it is necessary for a substantial amount of commonality to prevail.
Decision should be taken by DGCA on a case by case basis.
6.6.3 In case of a short term lease agreement (less than 6 month) more flexibility
against the para 6.6.1 criteria may be granted by DGCA, so as to allow the
CAMO to operate the aircraft under the same programme during the lease
agreement effectivity.

6.6.4 Changes by any one of the M.A.Subpart G organisation to the above,

requires assessment in order that the pooling benefits can be maintained.
Where an M.A.Subpart G organisation wishes to pool data in this way, the
approval of DGCA should be sought prior to any formal agreement being
signed between M.A. Subpart G organisations.
6.6.5 Whereas this paragraph 6.6 is intended to address the pooling of data
directly between M.A.Subpart G organisations, it is acceptable that the
M.A.Subpart G organisation participates in a reliability programme managed
by the aircraft manufacturer, when DGCA is satisfied that the manufacturer
manages a reliability programme which complies with the intent of this
paragraph.

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Appendix II to AMC MA 711 (a) (3):

Sub-contracting of Continuing Airworthiness Management Tasks

1. Subcontracted continuing airworthiness management tasks

1.1. To actively control the standards of the subcontracted organisation, the

CAMO should employ a person or group of persons who are trained and
competent in the disciplines associated with M.A Subpart G. As such, they
are responsible for determining what maintenance is required, when it has
to be performed, by whom and to what standard in order to ensure the
continuing airworthiness of the aircraft to be operated.
1.2. The CAMO should conduct a pre-subcontract audit to establish that the
organisation to be subcontracted can achieve the standards required by
M.A Subpart G in connection with those activities to be subcontracted.
1.3. The CAMO should ensure that the organisation to be subcontracted has
sufficient and qualified personnel who are trained and competent in the
functions to be subcontracted. In assessing the adequacy of personnel
resources, the CAMO should consider the particular needs of those
activities that are to be subcontracted, while taking into account the
subcontracted organisations existing commitments.
1.4. To be appropriately approved to subcontract continuing airworthiness
management tasks, the CAMO should have procedures for the
management control of these arrangements. The continuing airworthiness
management exposition should contain relevant procedures to reflect its
control of those arrangements made with the subcontracted organisation.
1.5. Subcontracted continuing airworthiness management tasks should be
addressed in a contract between the CAMO and the subcontracted
organisation. The contract should also specify that the subcontracted
organisation is responsible for informing the CAMO that is in turn
responsible for notifying the DGCA, of any subsequent changes that affect
their ability to fulfil the contract.
1.6. The subcontracted organisation should use procedures which set out the
manner of fulfilling its responsibilities with regard to the subcontracted
activities. Such procedures may be developed by either the subcontracted
organisation or the CAMO.
1.7. Where the subcontracted organisation develops its own procedures, they
should be compatible with the continuing airworthiness management
exposition and the terms of the contract. These should be accepted by
DGCA as extended procedures of the CAMO and as such should be cross-
referenced from the continuing airworthiness management exposition. One
current copy of the subcontracted organisation’s relevant procedures
should be kept by the CAMO and should be accessible to DGCA when
needed.

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Note: Should any conflict arise between the subcontracted 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 subcontracted 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 comply with M.A
Subpart G.

The CAMO should nominate the person responsible for continued

monitoring and acceptance of the subcontracted organisation’s 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 the continuing airworthiness management tasks
are subcontracted, the CAMO personnel should have access to all relevant
data in order to fulfil their responsibilities.

Note: The CAMO retains the authority to override, whenever necessary for
the continuing airworthiness of their aircraft, any recommendation of the
subcontracted organisation.

1.10. The CAMO should ensure that the subcontracted 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 DGCA monitoring.
1.12. The contract should address the respective responsibilities to ensure that
any findings arising from the DGCA monitoring will be closed to the
satisfaction of the DGCA.

2. Accomplishment

This paragraph describes the topics which may be applicable to such

subcontracting arrangements.

2.1. Scope of work

The type of aircraft and their registrations, engine types and/or components
subject to the continuing airworthiness management tasks contract should
be specified.

2.2. Maintenance programme development and amendment

The CAMO may subcontract the preparation of the draft maintenance

programme and any subsequent amendments. However, the CAMO
remains responsible for assessing that the draft proposals meet its needs
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and for obtaining DGCA 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 DGCA 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 subcontracted organisation; the required actions are to be
endorsed by the CAMO.

Where reliability monitoring is used to establish the effectiveness of the

maintenance programme, this may be provided by the subcontracted
organisation and should be specified in the relevant procedures. Reference
should be made to the approved maintenance and reliability programme.
Participation of the CAMO’s personnel in reliability meetings with the
subcontracted organisation should also be specified.

When providing reliability data, the subcontracted 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 it
is acceptable to the DGCA.

2.4. Permitted variations to the maintenance programme

The reasons and justification for any proposed variation to scheduled

maintenance may be prepared by the subcontracted 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 DGCA.

2.5 Scheduled maintenance

Where the subcontracted 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.

The planning control and documentation should be specified in the

appropriate supporting procedures. These procedures should typically set
out the CAMO’s level of involvement in each type of check. This will normally
involve the CAMO assessing and agreeing to a work specification on a
case-by-case basis for base maintenance checks. For routine line

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maintenance checks, this may be controlled on a day-to-day basis by the
subcontracted organisation subject to appropriate liaison and CAMO
controls to ensure timely compliance. This may typically include but is not
necessarily limited to:

— applicable work package, including job cards;

— scheduled component removal list;
— ADs to be incorporated;
— modifications to be incorporated.

The associated procedures should ensure that the CAMO is informed in a

timely manner on the accomplishment of such tasks.

2.6. Quality monitoring

The CAMO’s quality system should monitor the adequacy of the

subcontracted continuing airworthiness management task performance for
compliance with the contract and with M.A Subpart G. The terms of the
contract should therefore include a provision allowing the CAMO to perform
a quality surveillance (including audits) of the subcontracted organisation.
The aim of the surveillance is primarily to investigate and judge the
effectiveness of those subcontracted activities and thereby to ensure
compliance with M.A Subpart G and the contract. Audit reports may be
subject to review when requested by the DGCA.

2.7. Access to the competent authority

The contract should specify that the subcontracted organisation should

always grant access to the DGCA.

2.8. Maintenance data

The maintenance data used for the purpose of the contract should be
specified, together with those responsible for providing such documentation
and the DGCA responsible for the acceptance/approval of such data, when
applicable. The CAMO should ensure that such data, including revisions, is
readily available to the CAMO personnel and to those in the subcontracted
organisation who may be required to assess such data. The CAMO should
establish a ‘fast track’ means to ensure that urgent data is transmitted to the
subcontractor in a timely manner. Maintenance data may include but is not
necessarily limited to:

— the maintenance programme,

— airworthiness directives,
— service bulletins,
— major repairs/modification data,

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— aircraft maintenance manual,
— engine overhaul manual,
— aircraft illustrated parts catalogue (IPC),
— wiring diagrams,

— troubleshooting manual.

2.9 Airworthiness directives (ADs)

While the various aspects of AD assessment, planning and follow-up may

be accomplished by the subcontracted organisation, AD embodiment is
performed by a maintenance organisation. The CAMO is responsible for
ensuring timely embodiment of the 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 subcontracted organisation
needs from the CAMO;
— what information (e.g. AD planning listing, detailed engineering order,
etc.) the CAMO needs from the subcontracted organisation in order to
ensure timely compliance with the ADs.

To fulfil the above responsibility, the CAMO should ensure that it receives
current mandatory continued airworthiness information for the aircraft and
equipment it is managing.

2.10. Service bulletin (SB) modifications

The subcontracted organisation may be required to review and make

recommendations on the 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. Service life limit controls and component control/removal forecast

Where the subcontracted organisation performs planning activities, it should

be specified that the organisation should receive 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 subcontracted planning
functions. It, therefore, follows that there will need to be adequate liaison
between the CAMO, the contracted maintenance organisation(s) and the
subcontracted organisation. Additionally, the contract should specify how
the CAMO will be in possession of all current flight cycles; flight hours, etc.,
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so that it may assure the timely accomplishment of the required
maintenance.

2.12. Engine health monitoring

If the CAMO subcontracts the on-wing engine health monitoring, the

subcontracted organisation should receive all the relevant information to
perform this task, including any parameter reading deemed necessary to be
supplied by the CAMO for this control. The contract should also specify what
kind of feedback information (such as engine limitation, appropriate
technical advice, etc.) the organisation should provide to the CAMO.

2.13. Defect control

Where the CAMO has subcontracted the day-to-day control of technical log
deferred defects, this should be specified in the contract and should be
adequately described in the appropriate procedures. The operator’s
MEL/CDL provides the basis for establishing which defects may be deferred
and the associated limits. The procedures should also define the
responsibilities and actions to be taken for defects such as AOG situations,
repetitive defects, and damage beyond the type certificate holder’s limits.

For all other defects identified during maintenance, the information should
be brought to the attention of the CAMO which, depending upon the
procedural authority granted by the DGCA, may determine that some
defects can be deferred. Therefore, adequate liaison between the CAMO,
its subcontracted organisation and contracted maintenance organisation
should be ensured.

The subcontracted organisation should make a positive assessment of

potential deferred defects and consider the potential hazards arising from
the cumulative effect of any combination of defects. The subcontracted
organisations should liaise with the CAMO to get its agreement following
this assessment.

Deferment of MEL/CDL allowable defects can be accomplished by a

contracted maintenance organisation in compliance with the relevant
technical log procedures, subject to the acceptance by the aircraft
commander.

2.14. Mandatory occurrence reporting

All incidents and occurrences that meet the reporting criteria defined in
CAR-M and CAR-145 should be reported as required by the respective
requirements. The CAMO should ensure that adequate liaison exists with
the subcontracted organisation and the maintenance organisation.

2.15. Continuing airworthiness records

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They may be maintained and kept by the subcontracted organisation on

behalf of the CAMO, which remains the owner of these documents.
However, the CAMO should be provided with the current status of AD
compliance and service life-limited components in accordance with the
agreed procedures. The CAMO should also be granted unrestricted and
timely access to the original records as and when needed. Online access to
the appropriate information systems is acceptable.

The record-keeping requirements of Part-M should be met. Access to the

records by duly authorised members of the DGCA should be granted upon
request.

2.16. Check flight procedures

Check flights are performed under the control of the CAMO. Check flight
requirements from the subcontracted organisation or contracted
maintenance organisation should be agreed by the CAMO.

2.17. Communication between the CAMO and the subcontracted organisation

2.17.1. In order to fulfil its airworthiness responsibility, the CAMO needs to

receive all the relevant reports and relevant maintenance data. The contract
should specify what information should be provided and when.
2.17.2. Meetings provide one important cornerstone whereby the CAMO can fulfil
part of its responsibility for ensuring the airworthiness of the operated
aircraft. They should be used to establish good communication between the
CAMO, the subcontracted organisation and the contracted maintenance
organisation. The terms of the contract should include, whenever
appropriate, the provision for a certain number of meetings to be held
between the involved parties. Details of the types of liaison meetings and
associated terms of reference of each meeting should be documented. The
meetings may include but are not limited to all or a combination of:

(a) Contract review

Before the contract is enforced, it is very important that the technical

personnel of both parties, that are involved in the fulfilment of the contract,
meet in order to be sure that every point leads to a common understanding
of the duties of both parties.

(b) Work scope planning meeting

Work scope planning meetings may be organised so that the tasks to be

performed are commonly agreed.

(c) Technical meeting

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Scheduled meetings should be organised in order to review on a regular
basis and agree on actions on technical matters such as ADs, SBs, future
modifications, major defects found during shop visit, reliability, etc.

(d) Quality meeting

Quality meetings should be organised in order to examine matters raised by

the CAMO’s quality surveillance and the DGCA monitoring activity and to
agree on necessary corrective actions.

(e) Reliability meeting

When a reliability programme exists, the contract should specify the

involvement of the CAMO and of the subcontracted organisation in that
programme, including their participation in reliability meetings. Provision to
enable DGCA participation in the periodical reliability meetings should also
be made.

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Appendix III to GM M.B 303(d) Key Risk Elements – Refer APM

Chapter-3A

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

1. Purpose
The maintenance organisation manual is the reference for all the work carried out
by the approved maintenance organisation. It should contain all the means
established by the organisation to ensure compliance with CAR-M according to
the extent of approval and the privileges granted to the organisation.
The maintenance organisation manual should define precisely the work that the
approved maintenance organisation is authorised to carry out and the
subcontracted work. It should detail the resources used by the organisation, its
structure and its procedures.

2. Content
A typical Maintenance Organisation Manual for a small organisation (less than 10
maintenance staff) should be designed to be used directly on a day to day basis.
The working documents and lists should be directly included into the manual. It
should contain the following:

Part A — General

- Table of content
- List of effective pages
- Record of amendments
- Amendment procedure
- Drafting
- Amendments requiring direct approval by DGCA
- 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
- Commitment to work according to the manual
- Commitment to amend the manual when necessary

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Part B — Description

 Organisation’s scope of work

- Description of the work carried out by the organisation (type of product,
type of work) and subcontracted work
- Identification of the level of work which can be performed at each facility.
 General presentation of the organisation
- Legal name and social status
 Name and title of management personnel
- Accountable manager
- Senior managers
- Duties and responsibilities
 Organisation chart
 Certifying staff
 Minimum qualification and experience
 List of authorised certifying staff their scope of qualification and the
personal authorisation reference
 Personnel
- Technical personnel (number, qualifications and experience)
- Administrative personnel (number)
 General description of the facility
- Geographical location (map)
- Plan of hangars
- Specialised workshops
- Office accommodation
- Stores
- Availability of all leased facilities.
 Tools, equipment and material
- List of tools, equipment and material used (including access to tools used
on occasional basis)
- Test apparatus
- Calibration frequencies
 Maintenance data
- List of maintenance data used in accordance with M.A.402, and appropriate
amendment subscription information (including access to data used on
occasional basis).

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Part C — General Procedures

 Organisational review
- Purpose (to insure that the approved maintenance organisation continues
to meet the requirements of CAR-M)
- Responsibility
- Organisation, frequency, scope and content (including processing of
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
 Sub contracting of specialised services
- Selection criteria and control
- Nature of sub contracted work
- List of sub contractors
- Nature of arrangements
- Assignment of responsibilities for the certification of the work performed
 One time authorisations
- Maintenance checks
- Certifying staff

Part D — Working Procedures

 Work order acceptance

 Preparation and issue of the work package
- Control of the work order
- Preparation of the planned work
- Work package content (copy of forms, work cards, procedure for their use,
distribution)
- Responsibilities and signatures needed for the authorisation of the work

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 Logistics

- Persons/functions involved
- Criteria for choosing suppliers
- Procedures used for incoming inspection and storage of parts, tools and
materials
- Copy of forms and procedure for their use and distribution
 Execution
- Persons/functions involved and respective role
- Documentation (work package and work cards)
- Copy of forms and procedure for their use and distribution
- Use of work cards or manufacturer’s documentation
- Procedures for accepting components from stores including eligibility
check
- Procedures for returning unserviceable components to stores

 Release to Service – Certifying staff

- Authorised certifying staff functions and responsibilities.
 Release to Service - Supervision
- Detailed description of the system used to ensure that all maintenance
tasks, applicable to the work requested of the approved maintenance
organisation, have been completed as required.
- Supervision content
- Copy of forms and procedure for their use and distribution
- Control of the work package
 Release to Service – Certificate of release to service
- Procedure for signing the CRS (including preliminary actions)
- Certificate of release to service wording and standardised form
- Completion of the aircraft continuing airworthiness record system
- Completion of CA Form 1
- Incomplete maintenance
- Check flight authorisation
- Copy of CRS and CA Form 1
 Records
 Special procedures
Such as specialised tasks, disposal of unsalvageable components, re-
certification of parts not having a CA Form 1, etc.

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 Occurrence reporting
- Occurrences to be reported
- Timeframe of reports
- Information to be reported
- Recipients
 Management of indirect approval of the manual
- Amendments content eligible for indirect approval
- Responsibility
- Traceability
- Information to DGCA
- Final validation
Part E – Appendices

 Sample of all documents used.

 List of maintenance locations.
 List of CAR 145 or M.A. Subpart F organisations.
 List of Sub contracting of specialised services
3. Approval
DGCA 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 DGCA.

4. Continuous compliance with CAR-M

When a maintenance organisation manual no longer meets the requirements of
this CAR-M, whether through a change in CAR-M, a change in the organisation
or its activities, or through an inadequacy shown to exist by verification
inspections conducted under the organisational review, or any other reason that
affects the manuals conformity to requirements, the approved maintenance
organisation is responsible to prepare and have approved an amendment to its
manual.

5. Distribution
The manual describes how the organisation works therefore the manual or
relevant parts thereof need to be distributed to all concerned staff in the
organisation and contracted organisations.

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Appendix V to AMC M.A.704

Continuing Airworthiness Management Organisation Exposition

Continuing airworthiness management exposition

Table of Content
Part 0 General Organisation
0.1 Corporate commitment by the accountable manager.
0.2 General information.
0.3 Management personnel.
0.4 Management organisation chart.
0.5 Notification procedure to DGCA regarding changes to the organisation's
activities / approval / location / personnel.
0.6 Exposition amendment procedures.
Part 1 Continuing Airworthiness Management Procedures
1.1 Aircraft technical log utilisation and MEL application.
Aircraft continuing airworthiness record system utilization.
1.2 Aircraft maintenance programmes – development amendment and approval.
1.3 Time and continuing airworthiness records, responsibilities, retention, access.
1.4 Accomplishment and control of airworthiness directives.
1.5 Analysis of the effectiveness of the maintenance programme(s).
1.6 Non mandatory modification embodiment policy.
1.7 Major repair and modification standards.
1.8 Defect reports.
1.9 Engineering activity.
1.10 Reliability programmes.
1.11 Pre-flight inspections.
1.12 Aircraft weighing.
1.13 Check flight procedures.
Part 2 Quality System
2.1 Continuing airworthiness quality policy, plan and audits procedure.
2.2 Monitoring of continuing airworthiness management activities.
2.3 Monitoring of the effectiveness of the maintenance programme(s).
2.4 Monitoring that all maintenance is carried out by an appropriate maintenance
Organisation
2.5 Monitoring that all contracted maintenance is carried out in accordance with the
contract, including sub-contractors used by the maintenance contractor.
2.6 Quality audit personnel.
Part 3 Contracted Maintenance
3.1 Maintenance contractor selection procedure.
3.2 Quality audit of aircraft.

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Part 4 Airworthiness Review Procedures

4.1 Airworthiness review staff.
4.2 Review of aircraft records.
4.3 Physical inspection
4.4 Additional procedures for recommendations to DGCA for the import of aircraft
4.5 Recommendations to DGCA for the issue of ARC.
4.6 Issue of ARC.
4.7 Airworthiness review records, responsibilities, retention and access.
Part 5 Appendices
5.1 Sample documents.
5.2 List of airworthiness review staff.
5.3 List of sub-contractors as per M.A.711 (a) 3.
5.4 List of contracted approved maintenance organisations.
5.5 Copy of contracts for sub-contracted work [appendix II to AMC M.A.711 (a)(3)].

LIST OF EFFECTIVE PAGES

Page Revision Page Revision Page Revision

1 Original 3 Original 5 Original
2 Original 4 Original …. ….

DISTRIBUTION LIST
(The document should include a distribution list to ensure proper distribution of the
manual and to demonstrate to DGCA that all personnel involved in continuing
airworthiness activities have access to the relevant information. This does not mean that
all personnel have to receive a manual, but that a reasonable amount of manuals is
distributed within the organisation(s) so that personnel concerned have quick and easy
access to the manual.

Accordingly, the continuing airworthiness management exposition should be distributed

to:

1 the operator's or the organisation’s management personnel and to any person at a

lower level as necessary; and,

2 the CAR-145 or M.A. Subpart F contracted maintenance organisation(s) ; and,

3 DGCA

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PART 0 General organisation

0.1 Corporate commitment by the accountable manager

(The accountable manager's exposition statement should embrace the intent of

the following paragraph and in fact this statement may be used without
amendment. Any amendment to the statement should not alter its intent.)

This exposition defines the organisation and procedures upon which the M.A.
Subpart G approval of XXX 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 XXX 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 by DGCA from time to time where
these new or amended regulations are in conflict with these procedures.

DGCA will approve this organisation whilst DGCA is satisfied that the procedures
are being followed. It is understood that DGCA reserves the right to suspend, limit
or revoke the M.A. Subpart G continuing airworthiness management approval of
the organisation, as applicable, if DGCA has evidence that the procedures are
not followed and the standards not upheld.

In the case of air operator certified in accordance with DGCA regulation,

suspension or revocation of the approval of the CAR- M Subpart G continuing
airworthiness management l organisation would invalidate the AOC.

0.2 General Information

a) Brief description of the organisation

(This paragraph should describe broadly how the whole organisation [i.e.
including the whole operator in the case of air operator certified in accordance
with DGCA regulation or the whole organisation when other approvals are held]
is organised under the management of the accountable manager, and should
refer to the organisation charts of paragraph 0.4.)

b) Relationship with other organisations

(This paragraph may not be applicable to every organisation.)

(1) Subsidiaries / Mother Company

(For clarity purpose, where the organisation belongs to a group, this paragraph
should explain the specific relationship the organisation may have with other
members of that group - e.g. links between XXX Airlines, XXX Finance, XXX
Leasing, XXX Maintenance, etc...)
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(2) Consortiums
(Where the organisation belongs to a consortium, it should be indicated here. The
other members of the consortium should be specified, as well as the scope of
organisation of the consortium [e.g.operations, maintenance, design
(modifications and repairs), production etc...]. The reason for specifying this is
that consortium maintenance may be controlled through specific contracts and
through consortium's policy and/or procedures manuals that might unintentionally
override the maintenance contracts. In addition, in respect of international
consortiums, the respective competent authorities should be consulted and their
agreement to the arrangement should be clearly stated. This paragraph should
then make reference to any consortium's continuing airworthiness related manual
or procedure and to any DGCA agreement that would apply.)

c) Scope of work — Aircraft managed

(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/series included maintenance registration(s) operator contract
in the programme or reference
scope of ‘generic/baseline ’
work maintenance
programme

For air operator certified in accordance with Schedule XI of aircraft rule 1937, 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,
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training organisation, NCC, NCO, aerial work, long haul/short haul/regional,
scheduled/charter, regions/countries/continents flown, etc)
0.3 Management personnel
a) Accountable manager
(This paragraph should address the duties and responsibilities of the accountable
manager as regards CAR M.A. subpart G approvals 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.)

b) Nominated post holder for continuing airworthiness referred to in

M.A.706(d)
(This paragraph should:-
-Emphasise that the nominated post holder for continuing airworthiness is
responsible to ensure that all maintenance is carried out on time to an approved
standard; 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 M.A.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 the "group of
persons", this paragraph may be merged with the previous one.)
d) Duties and responsibilities
(This paragraph should further elaborate the duties and responsibilities of all the
nominated persons and of any other management personnel.)
e) Manpower resources and training policy
(1) Manpower resources
(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 :)
As of date/ Months / year, the number of employees assigned to the performance
of the continuing airworthiness management system is the following:

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Full Time Part Time in

equivalent full
time
Quality monitoring AA aa = AA’
Continuing airworthiness BB bb = BB’
management

(Detailed information about the BB1 bb1 = BB1’

management group of persons) BB2 bb2 = BB2’
Other... CC cc =CC’
Total TT tt = TT’
Total Man hours TT + TT’

(Note: According to the size and complexity of the organisation, this

table may be further developed or simplified)

(2) Training policy

(This paragraph should show that the training and qualification standards for the
personnel mentioned 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 training recording and follow-up is performed)

0.4 Management Organisation Charts

a) General Organisation Chart

This flow chart should provide a comprehensive understanding of the whole

company's organisation. For example in the case of an AOC holder:

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b) Continuing airworthiness management organisation chart

This flow chart should give further details on the continuing airworthiness
Management system, and should clearly show the independence of the quality
monitoring system, including the links between the quality department and the
other departments (see example below). This flow chart may be combined with
the one above or subdivided as necessary, depending on the size and the
complexity of the organisation. For example in the case of an AOC holder:

0.5 Procedure to notify DGCA of changes to the organisation's activities /

approval / location / personnel
(This paragraph should explain the cases where the company should inform
DGCA prior to incorporating proposed changes; for instance:
The accountable manager (or any nominated person such as the nominated
postholder or the quality manager) will notify the DGCA of any change
concerning:
1.1 the company's name and location(s)
1.2 the group of person as specified in paragraph 0.3.c); and
1.3 Operations, procedures and technical arrangements, as far as they may
affect the approval.
XXX will not incorporate such changes until they have been assessed and
approved by DGCA.)
0.6 Exposition amendment procedure
(This paragraph should explain who is responsible for the amendment of the
exposition and its submission to DGCA for approval. This may include, if agreed
by DGCA, the possibility for the approved organisation to approve internally minor
amendments that have no impact on the approval held. The paragraph should
then specify what types of amendments are considered minor and major, and
what the approval procedures for both cases are.)

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Part 1
Continuing Airworthiness Management Procedures

1.1 Aircraft technical log utilisation and MEL application

or
1.1 Aircraft continuing airworthiness record system utilisation
a) Aircraft technical log and/or continuing airworthiness record system

(1) General
(It may be useful to recall , 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 M.A.305 and M.A.306 For that purpose, paragraphs
of M.A.305 and M.A.306 may be quoted or further explained.)

(2) Instructions for use

(This paragraph should provide instructions for using the aircraft technical log and/or
continuing airworthiness record system. It should emphasise the respective
responsibilities of the maintenance personnel and operating crew. Samples of the
technical log and/or continuing airworthiness record system should be included in
Part 5 "Appendices" in order to provide enough detailed instructions.)

(3) Aircraft technical log approval

(This paragraph should explain who is responsible for submitting the aircraft
technical log any subsequent amendment there to DGCA 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 operation with a defect deferred in accordance with the MEL is
normally remains the responsibility of the operating crew. This paragraph should
explain in sufficient detail the MEL application procedure, because the MEL is a
tool that the personnel involved in continuing airworthiness and 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
(Where an owner/operator uses a classification system placing a time constraint
on the rectification of such defect, it should be explained here what are the

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general principles of such a system. It is essential for the personnel involved in
continuing airworthiness and maintenance to be familiar with it for the
management of MEL's deferred defect rectification.)

(3) Application
(This paragraph should explain how the continuing airworthiness and
maintenance personnel make the flight crew aware of an MEL limitation. This
should refer to the technical log procedures)

(4) Acceptance by the crew.

(This paragraph should explain how the crew notifies their acceptance or non
acceptance of the MEL deferment in the technical log)

(5) Management of the MEL time limits

(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, where control of the maintenance time limit is ensured
by other means such as data processed planning systems.)

(6) MEL Time Limitation Overrun

(DGCA may allow the owner/operator to overrun the MEL time limitation under
specific conditions. Where applicable, this paragraph should describe the specific
duties and responsibilities with regard to controlling these extensions.)

1.2 Aircraft maintenance programmes - development and amendment

a) General
(This introductory paragraph should recall 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 aircraft
maintenance programme[s]. Appendix I to AMC M.A.302 (a) and M.B.301(d)
should be used as a guideline to develop this paragraph.)
c) Development
(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)

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(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 DGCA recommendations, in
service experience, and reliability reports.)
(4) Acceptance by the authority
(This paragraph should explain who is responsible for the submission of the
maintenance programme to DGCA 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 DGCA 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
a) Hours and cycles recording
(The recording of flight hours and cycles is essential for the planning of
maintenance tasks. This paragraph should explain how the continuing
airworthiness management organisation has access to the current flight hours
and cycle information and how it is processed through the organisation.)
b) Records
(This paragraph should give in detail the type of company documents that are
required to be recorded and what are the recording period requirements for each
of them. This can be provided by a table or series of tables that would include the
following:
- Family of document [if necessary],
- Name of document,
- Retention period,
- Responsible person for retention,
- Place of retention,)
c) Preservation of records
(This paragraph should set out the means provided to protect the records from
fire, floods, etc.. as well as the specific procedures in place to ensure that the
records will not been altered during the retention period [especially computer
record].)
d) Transfer of continuing airworthiness records
(This paragraph should set out the procedure for the transfer of records in case
of purchase/lease-in, sale/lease-out and transfer of an aircraft to another
organisation. In particular, it should specify which records have to be transferred

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and who is responsible for the coordination [if necessary] of the transfer.)

1.4 Accomplishment and control of Airworthiness Directives

(This paragraph should demonstrate that there is a comprehensive system in
place for the management of airworthiness directives. This paragraph may, for
instance, include the following Sub-paragraphs :)
a) Airworthiness directive information
(This paragraph should explain what the AD information sources are and who
receives them in the company. Where available, multiple sources [e.g.
EASA/FAA/ DGCA+manufacturer or association] may be useful.)
b) Airworthiness directive decision
(This paragraph should explain how and by whom the AD information is analysed
and what kind of information is provided to the contracted maintenance
organisations in order to plan and to perform the airworthiness directive. This
should include as necessary a specific procedure for the management of
emergency airworthiness directive)
c) Airworthiness directive control
(This paragraph should specify how the organisation manages to ensure that all
the applicable airworthiness directives are accomplished and that they are
accomplished on time. This should include a close loop system that allows
verifying that for each new or revised airworthiness directive and for each aircraft:

 the AD is not applicable, or

 if the AD is applicable:
- the Airworthiness Directive is not yet accomplished but the time limit is
not overdue,
- the Airworthiness Directive is accomplished, and any repetitive
inspection is identified and performed.
This may be a continuous process or may be based on scheduled reviews.)

1.5 Analysis of the effectiveness of the maintenance programme

(This paragraph should show what tools are used in order to analyse the
efficiency of the maintenance programme, such as:
 pilot reports (PIREPS),
 air turnbacks,
 spare consumption,
 repetitive technical occurrence and defect,
 technical delays analysis [through statistics if relevant],
 technical incidents analysis [through statistics if relevant],
 etc...
This paragraph should also indicate by whom and how this data is analysed,
what the decision process to take action is and what kind of action could be taken.
This may include:
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 amendment of the maintenance programme,
 amendment of maintenance or operational procedures,
 etc..)
1.6 Non-mandatory modification embodiment policy
(This paragraph should specify how the non-mandatory modification information
is processed through the organisation, who is responsible for its assessment
against the operator's/owner’s own needs and operational experience, what are
the main criteria for decision and who takes the decision of implementing [or not]
a non-mandatory modification)
1.7 Major repair modification standards
(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 an Agency 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 DGCA or design organisation)

1.8 Defect reports

a) Analysis
(This paragraph should explain how the defect reports provided by the contracted
maintenance organisations are processed by the continuing airworthiness
management organisation. Analysis should be conducted in order to give
elements to activities such as maintenance programme evolution and non
mandatory modification policy.)
b) Liaison with manufacturers and regulatory authorities
(Where a defect report shows that such defect is likely to occur to other aircraft,
a liaison should be established with the manufacturer and the certification DGCA,
so that they may take all the necessary action.)
c) Deferred defect policy
(Defects such as cracks and structural defect are not addressed in the MEL and
CDL. However, it may be necessary in certain cases to defer the rectification of
a defect. This paragraph should establish the procedure to be followed in order
to be sure that the deferment of any defect will not lead to any safety concern.
This will include appropriate liaison with the manufacturer.)

1.9 Engineering activity

(Where applicable, this paragraph should present 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 DGCA 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 DGCA.
Where the organisation has a DOA capability under CAR 21, it should be
indicated here and the related manuals should be referred too.)

1.10 Reliability programmes

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(This paragraph should explain appropriately the management of a reliability

programme. It should at least address the following:
-extent and scope of the reliability programmes,
-specific organisational structure, duties and responsibilities,
-establishment of reliability data,
-analysis of the reliability data,
-corrective action system (maintenance programme amendment),
-scheduled reviews (reliability meetings, and when the participation of DGCA is
needed.)
(This paragraph may, where necessary, be subdivided as follows :)
a) Airframe
b) Propulsion
c) Component
1.11 Pre-flight inspections
(This paragraph should show how the scope and definition of pre-flight inspection,
that is usually performed by the operating crew , are 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.)
(The following paragraphs are self explanatory. Although these activities are
normally not performed by continuing airworthiness personnel, these paragraphs
have been placed here in order to ensure that the related procedures are
consistent with the continuing airworthiness activity procedures.)
a) Preparation of aircraft for flight
b) Sub-contracted ground-handling function
c) Security of Cargo and Baggage loading
d) Control of refueling, Quantity/Quality
e) Control of snow, ice, residues from de-icing or anti-icing operations, dust
and sand contamination to an approved standard.
1.12 Aircraft weighing
(This paragraph should state the cases where 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.)
1.13 Check flight procedures
(The criteria for performing a check flight are normally included in the aircraft
maintenance programme. This paragraph should explain how the check flight
procedure is established in order to meet its intended purpose [for instance after
a heavy maintenance check, after engine or flight control removal installation,
etc.], and the release procedures to authorise such a check flight.)

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Part 2
Quality System

2.1 Continuing airworthiness quality policy, plan and audit procedure

a) Continuing airworthiness quality policy
(This paragraph should include a formal Quality Policy statement- that is a
commitment to what the Quality System is intended to achieve. It should include
as a minimum the monitoring compliance with CAR- M and with any additional
standards specified by the organisation.)
b) Continuing airworthiness quality plan
(This paragraph should show how the quality plan is established. The quality plan
will consist of a quality audit and sampling schedule that should cover all the
areas specific to 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 subcontracting, this paragraph should also
address the planning of the auditing of subcontractors at the same frequency with
the rest of the organisation.)
c) Continuing airworthiness quality audit procedure
(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
preparation to conclusion; it should show the audit report format [e.g. by ref. to
paragraph 5.1 "sample of document"], and should 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...].)
d) Continuing airworthiness quality audit remedial action procedure
(This paragraph should explain what system is put in place in order to ensure that
the corrective actions are implemented on time and that the result of the
corrective actions meets the intended purpose. For instance, where this system
consists in periodical corrective actions review, instructions should be given on
how such reviews should be conducted and what should be evaluated.)
2.2 Monitoring of continuing airworthiness management activities
(This paragraph should set out a procedure to periodically review the activities of
the continuing airworthiness management personnel and how they fulfil their
responsibilities, as defined in Part 0.)
2.3 Monitoring of the effectiveness of the maintenance programme(s)
(This paragraph should set out a procedure to periodically review that the
effectiveness of the maintenance programme(s) is actually analysed as defined
in Part 1.)
2.4 Monitoring that all maintenance is carried out by an appropriate
maintenance organisation

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(This paragraph should set out a procedure to periodically review that the
approval of the contracted maintenance organisations is relevant for the
maintenance of the operator's fleet. This may include feedback information from
any contracted organisation on any actual or contemplated amendment in order
to ensure that the maintenance system remains valid and to anticipate any
necessary change in the maintenance agreements.
If necessary, the procedure may be subdivided as follows:
a. Aircraft maintenance
b. Engines
c. Components
2.5 Monitoring that all contracted maintenance is carried out in
accordance with the contract, including sub-contractors used by the
maintenance contractor
(This paragraph should set out a procedure to periodically review that the
continuing airworthiness management personnel are satisfied that all contracted
maintenance is carried out in accordance with the contract. This may include a
procedure to ensure that the system allows all the personnel involved in the
contract [including the contractors and his subcontractors] to be familiarize
themselves with its terms and that, for any contract amendment, relevant
information is distributed in the organisation and to the contractor.)
2.6 Quality audit personnel
(This paragraph should establish the required training and qualification standards
for auditors. Where persons act as a part-time auditor, it should be emphasized
that they must not be directly involved in the activity they are auditing.)

Part 3
Contracted Maintenance

3.1 Procedure for contracted maintenance.

a) Procedures for the development of maintenance contracts

(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 M.A.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 M.A.708(d).
The organisation may develop a work order template to ensure that the applicable
elements of Appendix XI to AMC M.A.708(c) are considered. Such a template
should be included in Part 5.1.
b) Maintenance contractor selection procedure
(This paragraph should explain how a maintenance contractor is selected by the
continuing airworthiness management organisation. Selection should not be
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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. The selection procedure should preferably include a
contract review process in order to ensure that:
- the contract is comprehensive and that it has no gap or unclear area,
- 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 their responsibilities.
- that functional responsibilities of all parties are clearly identified.

The CAMO should agree with the operator on the process to select a
maintenance organisation before concluding any contract with a maintenance
organisation.)

3.2 Quality audit of aircraft

(This paragraph should set out the procedure when performing a quality audit of
an aircraft. It should set out the differences between an airworthiness review and
a 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. )

Part 4
Airworthiness Review Procedures

4.1 Airworthiness review staff

(This paragraph should establish the working procedures for the assessment of
the airworthiness review staff. The assessment addresses experience,
qualification, training etc. A description should be given regarding the issuance
of authorisations for the airworthiness review staff and how records are kept and
maintained.)
4.2 Review of aircraft records
(This paragraph should describe in detail the aircraft records that are required to
be reviewed during the airworthiness review. The level of detail that needs to be
reviewed as well as the number of records that need to be reviewed during a
sample check should be described.)
4.3 Physical Survey
(This paragraph should describe how the physical inspection needs to be
performed. It should list the topics that need to be reviewed, the physical areas
of the aircraft to be inspected, which documents onboard the aircraft that need to
be reviewed etc.)
4.4 Additional procedures for recommendations to DGCA for the import of
aircraft
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(This paragraph should describe the additional tasks regarding the
recommendation for the issuance of an airworthiness review certificate in the case
of an import of an aircraft. This should include: communication with DGCA,
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 DGCA for the issue of airworthiness review
certificates (ARCs)
(This paragraph should stipulate the communication procedures with DGCA in
case of a recommendation for the issuance of an airworthiness review certificate.
In addition the content of the recommendation should be described.)
4.6 Issue of airworthiness review certificates
(This paragraph should set out the procedures for the issue of the ARCs. It should
address record keeping, distribution of the ARC copies etc. The procedure should
ensure that an ARC is issued only after an airworthiness review has been properly
carried out. )
4.7 Airworthiness review records, responsibilities, retention and access
(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

5.1 Sample documents

(A self explanatory paragraph)

5.2 List of airworthiness review staff

(A self explanatory paragraph)

5.3 List of sub-contractors as per M.A.711 (a) 3.

(A self explanatory paragraph, in addition it should set out that the list should be
periodically reviewed)

5.4 List of approved maintenance organisations contracted

(This paragraph should include the list of contracted maintenance organisations,
detailing the scope of the contracted work. In addition, it should set out that the
list should be periodically reviewed)

5.5 Copy of contracts for sub-contracted work (appendix II to AMC M.A.

711 (a)(3))
(A self explanatory paragraph)

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Appendix VI to AMC M.B 602 (f) - CA Form 6F -----Refer APM

Chapter 3A.

Appendix VII to AMC M.B 702 (f) - CA Form 13- Refer APM
Chapter 3 A.

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Appendix VIII to AMC M.A.616- Organisational review

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 M.A.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 DGCA).
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.

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• 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.
e. Management of findings and occurrence reports.
• All findings should be recorded and notified to the affected persons.
• All level 1 findings, in the sense of M.A.619(a), should be immediately
notified to the competent authority and all necessary actions on aircraft in
service should be immediately taken.
• All occurrence reports should be reviewed with the aim for continuous
improvement of the system by identifying possible corrective and preventive
actions. This should be done in order to find prior indicators (e.g., notified
difficulties in using current procedures and tools, systematic deviations from
procedures, unsafe behaviours, etc.), and dismissed alerts that, had they
been recognised and appropriately managed before the event, could have
resulted in the undesired event being preven

• Corrective and preventive actions should be approved by the person

responsible for the organisational review programme and implemented
within a specified time frame.
• Once the person responsible for the organisational review programme is
satisfied that the corrective action is effective, closure of the finding should
be recorded along with a summary of the corrective action.
• The accountable manager should be notified of all significant findings and,
on a regular basis, of the global results of the organisational review
programme.
Following is a typical example of a simplified organisational review checklist, to
be adapted as necessary to cover the MOM procedures:
1 – Scope of work
Check that:
• All aircraft and components under maintenance or under contract are
covered in the Form 3.
• The scope of work in the MOM does not disagree with the Form 3.
• No work has been performed outside the scope of the Form 3 and theMOM.
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.
3 – Equipment and Tools
• Check the equipment and tools against the lists in the MOM and check if

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still appropriate to the TC holder’s instructions.

• Check tools for proper calibration (sample check).

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 and 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).
6 – Relations with the owners/operators
• Has maintenance been carried out with suitable work orders?
• When a contract has been signed with an owner/operator, has the obligations
of the contracts been respected on each side?
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 competent authority 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:
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.

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9 – Maintenance sub-contracted

• Check that subcontractors for specialised services are properly controlled

by the organisation;

10 – Technical records and record-keeping

• Have the maintenance actions been properly recorded?
• 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?

11 – Occurrence reporting procedures

• Check that reporting is properly performed.
• Actions taken and recorded.

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Appendix IX to AMC M.A. 602 and M.A. 702 - CA Form 2

Application for DGCA

CAR M Subpart F Approval Initial/ Change/ Renewal

CAR M Subpart G Approval Initial/ Change/ Renewal

1. Registered name of applicant:

2. Trading name (if different):

3. Address requiring approval:

4. Tel……………………………… Fax………………………… E-mail…………………………..

5. Scope of approval relevant to this application: see page 2 for possibilities in the case of a Subpart F
CAR 145 Approval:

6. Position and name of the (proposed*)

Accountable Manager: ……………………………………………………………………

7. Signature of the
(proposed*) Accountable Manager:…………………………………………………….

8. Place:………………………………………………..

9. Date:……………………………………………………..

Note(1): A note giving the address(es) to which the forms should be sent

Note(2): An optional note to give information on any fee payable

*delete as applicable

CA Form 2 Page 1 of 2

Scope of Approval Available

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CLASS RATING LIMITATION
AIRCRAFT A2Aeroplanes / airships Quote aeroplane/airship
5700 Kg and below manufacturer or group or type
A3 Helicopters Quote helicopter manufacturer
or group or type
A 4 Aircraft other than Quote aircraft type or group
A1, A2 or A3
ENGINES B1 Turbine Quote engine type
B2 Piston Quote engine manufacturer or
group or type
B3 APU Quote engine manufacturer or
type
COMPONEN C1 Air Cond & Press
TS C2 Auto Flight
OTHER C3 Comms and Nav
THAN C4 Doors – Hatches
COMPLETE
C5 Electrical Power
ENGINES Quote aircraft type or aircraft
OR C6 Equipment manufacturer or component
APUs C7 Engine – APU manufacturer or the particular
C8 Flight Controls
C9 Fuel – Airframe component and or cross refer to
a capability list in the exposition
C10 Helicopter –Rotors
C11 Helicopter –Trans
C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellors
C17 Pneumatic
C18 Protection
ice/rain/fire
C19 Windows
C20 Structures
C21 Water Ballast
C22 Propulsion augmentation
SPECIALISED D1 Non destructive Quote particular NDT method
SERVICES insp.
With reference to the above scope of approval and item 5 on page 1, please complete in the following
example style, but relevant to your organization.
B2 Lycoming Piston
A2 Piper PA34 B3 Garrett GTCP85
A2 Cessna Piston Twins C2 SFENA
A3 Bell 47 C4 Socata TB 20
B1 Turbomeca Artoust D1 Eddy Current

CA Form 2 Page 2 of 2

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Appendix X to AMC M.B.602 (a) and AMC M.B.702 (a)-CA Form 4

DGCA

Details of Management Personnel required to be accepted as specified in

……………………………………………………….

1. Name:

2. Position:

3. Qualification relevant to the item(2) position:

4. Work experience relevant to the item(2) position

Signature: ………………………………………….

Date: ………………………………………………..

On completion, please send this form under confidential cover to DGCA

For DGCA use only

Name and signature of authorized DGCA Officer(s) accepting this person:

Signature: …………………………………………………..

Date: …………………………………………………………

Name: …………………………………………………………

DGCA Office: …………………………………………………

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Appendix XI to AMC M.A.708(c)

Contracted maintenance

1. Maintenance Contracts
The following paragraphs are not intended to provide a standard maintenance
contract but to provide a list of the main points that should be addressed, when
applicable, in a maintenance contract between CAMO and a maintenance
organisation. The following paragraphs only address technical matters and
exclude matters such as costs, delay, warranty, etc...
When maintenance is contracted to more than one maintenance organisation (for
example aircraft base maintenance to X, engine maintenance to Y and line
maintenance to Z1, Z2&Z3), attention should be paid to the consistency of the
different maintenance contracts.
A maintenance contract is not normally intended to provide appropriate detailed
work instruction to the personnel. Accordingly there should be established
organisational responsibility, procedures and routines in the CAMO and the
maintenance organisations to cover these functions in a satisfactory way such
that any person involved is informed about his/her responsibility and the
procedures that apply. These procedures and routines can be included/appended
to the CAME and to the maintenance organisation’s manual
/ MOE or consist in separate procedures. In other words procedures and routines
should reflect the conditions of the contract.

2. Aircraft /Engine Maintenance.

The following subparagraphs may be adapted to a maintenance contract that

applies to aircraft base maintenance, aircraft line maintenance, and engine
maintenance.

Aircraft maintenance also includes the maintenance of the engines and APU
while they are installed on the aircraft.
2.1 The type of maintenance to be performed by the maintenance organization
should be specified unambiguously. In case of line and/or base maintenance, the
contract should specify the aircraft type and, preferably include the aircraft’s
registrations.
In case of engine maintenance, the contract should specify the engine scope of
Work
2.2 Locations Identified for the Performance of Maintenance/Certificates
Held
The place(s) where base, line or engine maintenance, as applicable, will be
performed should be specified. The certificate held by the maintenance
organisation at the place(s) where the maintenance will be performed should be
referred to in the contract. If necessary the contract may address the possibility
of performing maintenance at any location subject to the need for such
maintenance arising either from the unserviceability of the aircraft or from the
necessity of supporting occasional line maintenance
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2.3 Subcontracting
The maintenance contract should specify under which conditions the
maintenance organisation may subcontract tasks to a third party (regardless if
third party is approved or not). At least the contract should make reference to
M.A. 615 and 145.A.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 DGCA are entitled to be fully informed about subcontracting, although
DGCA 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 must have that maintenance Programme
approved by DGCA.

2.5 Quality Monitoring

The terms of the contract should include a provision allowing the CAMO to perform
a quality surveillance (including audits) on 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 paragraph
2.23. ‘Meetings’).

2.6 DGCA involvement

The contract should identify the competent authority (ies) responsible for the
oversight of the aircraft, the operator, the CAMO, and the maintenance
organisation. Additionally, the contract should allow competent authority(ies)
access to the maintenance organisation.

2.7 Maintenance 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 may not be limited to:
- maintenance programme,
- airworthiness directives,
- major repairs/modification data,
- aircraft maintenance manual,
- aircraft illustrated parts catalogue (IPC),
- wiring diagrams,
- trouble shooting manual,
- Minimum Equipment List (normally on board the aircraft),
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- operators 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 the information that the CAMO is responsible to
provide to the maintenance organisation, such as:
- the status of ADs including due date and the selected means of compliance,
if applicable.
- status of modifications and the decision to embody modification or Service
Bulletins (SBs).
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 components

The control of service life-limited components control is the responsibility of the
CAMO. The contract should specify whether the CAMO should provide the status
of service life-limited parts to the maintenance organisation and the information
that the approved organisation will have to provide to the CAMO about the service
life-limited components’ removal/installation so that the CAMO may update its
records (see also paragraph 2.22 ‘Exchange of information.

2.12 Supply of Parts

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 M.A.402 and 145.A.42.

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2.13 Pooled Parts at Line Stations.

If applicable the contract should specify how the subject of pooled parts at line
stations should be addressed.
2.14 Scheduled Maintenance
For planning scheduled maintenance checks, the support documentation to be
given to the maintenance organisation should be specified. This may include, but
may not be limited to:
- applicable work package, including job cards;
- scheduled component removal list;
- modifications to be incorporated.
When the maintenance organisation determines, for any reason, to defer a
maintenance task, it has to be formally agreed with the CAMO. If the deferment
goes beyond an approved limit, refer to paragraph 2.17: ‘Deviation from the
maintenance schedule’. This should be addressed, where applicable, in the
maintenance contract.

2.15 Unscheduled Maintenance/Defect Rectification.

The contract should specify to which level the maintenance organisation may
rectify a defect without reference to the CAMO. It should describe, as a minimum,
the management of approval of repairs and the incorporation of major repairs.
The deferment of any defect rectification should be submitted to the operator
CAMO.

2.16 Deferred Tasks.

See paragraphs 2.14 and 2.15 above and AMC 145.A.50(e) and 801(g) . In
addition, for aircraft line and base maintenance the use of the operator’s MEL and
the liaison with the CAMO in case of a defect that cannot be rectified at the line
station should be addressed.

2.17 Deviation from the Maintenance Schedule.

Deviations from the maintenance schedule have to be managed by the CAMO in
accordance with the procedures established in the maintenance programme
acceptable to DGCA. The contract should specify the support the maintenance
organisation may provide to the operator in order to substantiate the deviation
request..

2.18. Test Flight.

If any test flight is required, after aircraft maintenance, it should be performed in
accordance with the procedures established in the continuing airworthiness
management exposition or the operator’s manual.

2.19 Bench test

The contract should specify the acceptability criterion and whether a

representative of the CAMO should witness an engine undergoing test.

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2.20 Release to Service Documentation.
The release to service has to be performed by the maintenance organisation in
accordance with its maintenance organization procedures. The contract should,
however, specify which support forms have to be used (aircraft technical log,
maintenance organisation’s release format, etc.) and that the organisation should
provide to the CAMO upon delivery of the aircraft. This may include, but may not
be limited to:
- Certificate of release to service,
- flight test report,
- list of modifications embodied,
- list of repairs,
- list of ADs accomplished,
- maintenance visit report,
- test bench report.

2.21 Maintenance Recording.

The CAMO may subcontract the maintenance organisation to retain some of the
maintenance records required by CAR-M Subpart C. This means that the CAMO
subcontracts under its quality system part of its record-keeping tasks and,
therefore, the provisions of M.A.711(a)(3) apply.

2.22. Exchange of Information.

Each time exchange of information between the CAMO and the maintenance
organisation is necessary, the contract should specify what information should be
provided and when (i.e. in which case or at what frequency), how, by whom and
to whom it has to be transmitted.

2.23 Meetings.
The maintenance contract should include the provision for a certain number of
meetings to be held between the CAMO and the maintenance organisation.

2.23.1 Contract Review.

Before the contract is enforced, it is very important that the technical personnel
of both parties that are involved in the application of the contract, meet in order
to be sure that every point leads to a common understanding of the duties of both
parties.

2.23.2 Workscope Planning Meeting.

Work scope planning meetings may be organised so that the tasks to be
performed may be commonly agreed.

2.23.3 Technical Meeting.

Scheduled meetings may be organised in order to review on a regular basis
technical matters such as ADs, SBs, future modifications, major defects found
during maintenance check, aircraft and component reliability, etc.

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2.23.4 Quality Meeting.
Quality meetings may be organised in order to examine matters raised by the CAMO
quality surveillance and to agree upon necessary corrective actions.

2.23.5 Reliability Meeting.

When a reliability programme exists, the contract should specify the CAMO and
maintenance organisation’s respective involvement in that programme, including
the participation in reliability meeting.

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Appendix XII to AMC M.A. 706(f) and AMC1 M.B.102(c) Fuel Tank Safety
Training
This appendix includes general instructions for providing training on Fuel Tank
Safety issues.
A) Effectivity:
 Large aeroplanes type certified for passenger capacity of 30 or more or a
maximum certified payload capacity of 7500 lbs (3402 kg) cargo or more,
and
B) Affected organizations:
 M.A. Subpart G approved organizations involved in the continuing
airworthiness management of aeroplanes specified in paragraph A.
DGCA responsible for the oversight as per M.B.704 of aeroplanes specified in
paragraph A and for the oversight of the M.A. Subpart G approved organizations.
C) Persons from affected organizations who should receive training:
Phase 1 only:
 The quality manager and quality personnel.
 Officers of DGCA responsible for the oversight as per M.B.704 of
aeroplanes spepcified in paragraph A and in the oversight of M.A. Subpart
G approved organizations specified in paragraph B.
Phase 1 + Phase 2 + Continuation training:
 Personnel of the M.A. Subpart G organization involved in the management
and review of the continuing airworthiness of aircraft specified in paragraph
A.
D) General requirements of the training courses
Phase 1 – Awareness:
The training should be carried out before the person starts to work without
supervision but not later than 6 months after joining the organization. The persons
who have already attended the Level 1 Familiriasation are considered already in
compliance with Phase 1.
Type:
Should be an awareness course with the principal elements of the subject. It may
take the form of a training bulletin, or other self study or informative session
Signature of the reader is required to ensure that the person has passed the
training.

Level: It should be a course at the level of familiarization with the principal

elements of the subject.
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.
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3. Be able to use typical terms.
Content:
The course should include:
- a short background showing examples of FTS accidents or incidents,
- the description of concept of fuel tank safety and CDCCL
- some examples of manufacturers documents showing CDCCL items,
- typical examples of FTS 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 DGCA to allow organizations 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 extent beyond 30th June 2015.
The persons who have already attended the Level 2 Detailed training course
either from a M.A. Subpart G approved organization or from a CAR-147 training
organization are already in compliance with Phase-2 with the exception of
continuation training.
Staff should have received Phase 2 training by 30th June 2015 or within 12
months of joining the organization, 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 authorized 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 incase
support is needed.
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
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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 land 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
Airworthiness Directives.
E) Guidelines for preparing the content of Phase 2 courses
The following guidelines should be taken into consideration when the phase 2
training programmes are being established:
a) understanding of the background and the concept of fuel tank safety;
b) how the mechanics can recognize, interpret and handle the improvements
in the instructions for continuing airworthiness that have been made or are
being made regarding fuel tank systems.
c) awareness of any hazards especially when working on the fuel system, and
when the Flammability Reduction System using nitrogen is installed.
Paragraph a), b) and c) above should be introduced in the training programme
addressing the following issues:

i) The theoretical background behind the risk of fuel tank safety: the
explosions of mixtures of fuel and air, the behavior of those mixtures in an
aviation environment, the effects of temperature and pressure, energy
needed for ignition etc, the ‘fire triangle’, - Explain 2 concepts to prevent
explosions:

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1) Ignition source prevention and
2) Flammability reduction,

ii) The major accidents related to fuel tank systems, the accident
investigations and their conclusions,
iii) SAFR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition
prevention program initiatives and goals, to identify unsafe conditions and
to correct them, to systematically improve fuel tank maintenance,
iv) Explain briefly the concepts that are being used: the results of SAFR 88 of
the FAA and JAA INT/POL 25/12: modifications, airworthiness limitations
items and CDCCL,
v) Where relevant information can be found and how to use and interpret this
information in the various instructions for continuing airworthiness (aircraft
maintenance manuals, component maintenance manuals…)
vi) Fuel Tank Safety during maintenance: fuel tank entry and exit procedures,
clean working environment, what is meant by configuration control, wire
separation, bonding of components etc.,
vii) Flammability reduction systems when installed: reason for their presence,
their effects, the hazards of an Flammability Reduction System (FRS) using
nitrogen for maintenance, safety precautions in maintenance / working with
an FRS,
viii) Recording maintenance actions, recording measures and results of
inspections.
The training should include a representative number of examples of defects and
the associated repairs as required by the TC/ STC holder’s maintenance data.
F) Approval of training
For M.A.Subpart G approved organizations 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 M.A. 704(b). The necessary changes to the
CAME to meet the content of this paragraph should be made and implemented
at the time requested by DGCA.

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Appendix XIII to AMC M.A.712(f) Organisational review

Organisational reviews may replace a full quality system in accordance with the
provisions of M.A.712(f) and AMC M.A.712(f) and as described in the continuing
airworthiness management exposition (CAME)

Depending on the complexity of the small organisation (number and type of

aircraft, number of different fleets, privilege to perform airworthiness reviews,
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 CAME:

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 M.A.706(c) 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 continuing airworthiness management organisation (CAMO) 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 DGCA).

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 CAME 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.
— 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.

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e. Management of findings and occurrence reports:

— All findings should be recorded and notified to the affected persons.

— All level 1 findings, in the sense of M.A.716(a), should be immediately

notified to the DGCA and all necessary actions on aircraft in service should
be immediately taken.
— All occurrence reports should be reviewed with the aim for continuous
improvement of the system by identifying possible corrective and preventive
actions. This should be done in order to find prior indicators (e.g., notified
difficulties in using current procedures and tools, systematic deviations from
procedures, unsafe behaviours, etc.), and dismissed alerts that, had they
been recognised and appropriately managed before the event, could have
resulted in the undesired event being prevented.
— Corrective and preventive actions should be approved by the person
responsible for the organisational review programme and implemented
within a specified time frame.
— Once the person responsible for the organisational review programme is
satisfied that the corrective action is effective, closure of the finding should
be recorded along with a summary of the corrective action.
— The accountable manager should be notified of all significant findings and,
on a regular basis, of the global results of the organisational review
programme.

Following is a typical example of a simplified organisational review checklist, to

be adapted as necessary to cover the CAME procedures:

1 – Scope of work

— All aircraft under contract are covered in the Form 14.

— The scope of work in the CAME does not disagree with the Form 14.
— No work has been performed outside the scope of the Form 14 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 DGCA
— 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
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level (DGCA 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

DGCA)

— 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 M.A.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 Appendix I to Part-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:

 Are the pre-flight checks correctly performed? (interview of pilots)

 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.)?
 Did flights occur with overdue maintenance or with defects not
properly rectified or deferred? (sample check from the aircraft records)
 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:
 regulations,
 DGCA publications,
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 the CAME and associated procedures,
 the approved scope of work,
 maintenance data (significant ADs, SBs, ICA amendments, etc.).

8 – Maintenance contracted

— Sample check of maintenance records:

 Existence and adequacy of the work order,
 Data received from the maintenance organisation:
o Valid CRS including any deferred maintenance
o 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,

— Actions taken and recorded.

11 – Airworthiness review

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