10.6 Continuing Airworthiness Flashcards
A Sensitive Aviation Security Information, by definition provided in Annex 8, is an information that, if accessed by or disclosed to unauthorized persons, could create or be used to exploit a vulnerability or facilitate an act of unlawful interference against civil aviation
An AMOC to an AD is a different way of meeting the intent of an AD.
If an AD is superseded, all AMOCs related to the AD are automatically invalidated. In these cases, a new application is required to ascertain that compliance with the new AD is achieved.
A “repair” means the elimination of damage and/or restoration to an airworthy condition following the initial release to service by the manufacturer of any product, part or appliance
The elimination of damage by replacement of parts or appliances without the necessity for design activity shall be considered as a maintenance task and shall therefore require no approval under this Annex
Standard repairs are repairs:
in relation to:
aeroplanes of 5 700 kg Maximum Take-Off Mass (MTOM) or less;
rotorcraft of 3 175 kg MTOM or less;
sailplanes and powered sailplanes, balloons and airships as defined in ELA1 or ELA2.
The applicant of a repair design shall:
Demonstrate compliance with Type Certification basis and environmental protection requirements plus any other requirement that CAA deems necessary to establish a level of safety equal to the original state.
Submit all required data to CAA when requested.
Declare compliance with the Certification Specifications and environmental requirements.
A repair design shall be classified as either “major” or “minor” in accordance with the criteria set out in point 21.A.91 for a change to the type-certificate.
A repair design shall be classified and approved by:
the CAA; or
an approved design organisation within the scope of its privileges.
Parts and appliances to be used for the repair shall be manufactured in accordance with production data based upon all the necessary design data as provided by the repair design approval holder:
by an appropriately approved production organisation; or
by an appropriately approved maintenance organisation.
A repair design may be approved subject to limitations, in which case the repair design approval shall include all necessary instructions and limitations. These instructions and limitations shall be transmitted by the repair design approval holder to the operator in accordance with a procedure agreed with the CAA.
When a damaged product, part or appliance, is left unrepaired, and is not covered by previously approved data, the evaluation of the damage for its airworthiness consequences may only be made;
by
the CAA; or
by an appropriately approved design organisation under a procedure agreed with the CAA
For each repair, all relevant design information, drawings, test reports, instructions and limitations possibly issued in accordance with point 21.A.443, justification for classification and evidence of the design approval, shall:
be held by the repair design approval holder at the disposal of the CAA; and
be retained by the repair design approval holder in order to provide the information necessary to ensure the continued airworthiness of the repaired products, parts or appliances.
Continuing Airworthiness can be considered as all of the actions required to keep an aircraft in an airworthy condition as it was when it was built.
Part-M is Annex I to Regulation Continuing Airworthiness UK Regulation (EU) No. 1321/2014 and lays down the requirements which must be met in order to ensure the continuing airworthiness of an aircraft in service
Part-M Section A is divided into nine subparts which have letter designations A to I. All of the subparts, except F and G, concern all aircraft types.
Subpart F concerns small organisations maintaining small non-complex aircraft and their parts and how to obtain a subpart F maintenance approval. Part-M Subpart F Regulations are no longer in use with effect from 24 March 2022. It has been replaced by Annex Vd (Part-CAO).
Subpart G states the requirement for an organisation wishing to gain approval as Continuing Airworthiness Management Organisation (CAMO) and the performing of airworthiness reviews, if approved. Part-M Subpart G Regulations are no longer in use with effect from 24 March 2022. It has been replaced by Annex Vc (Part-CAMO).
Until the Part-66 syllabus changes, Part-CAMO and Part-CAO will not be delivered as part of this course. In accordance with the present syllabus, Subpart F and Subpart G will still require delivering. Exam questions for Subpart-G will be part of Part-M requirements under 10.6 but Subpart F questions will be part of 10.3 requirements and not be asked again under 10.6.
A – General
B – Accountability
C – Continuing Airworthiness
D – Maintenance Standards
E – Components
F – Maintenance Organisation
G – Continuing Airworthiness Management Organisation (CAMO)
H – Certificate of Release to Service (CRS)
I – Airworthiness Review Certificate
Part 21 PART M
Subpart A - General
establishes the measures to be taken to ensure that the airworthiness of aircraft is maintained, including its maintenance. It also specifies the conditions to be met by the persons or organisations involved in such activities.
PART 21 - PART M - SUBPART B
Subpart B - Accountability
This subpart details who is responsible for which actions with respect to continuing airworthiness.
The owner of the aircraft shall be responsible for the continuing airworthiness of aircraft and shall ensure that no flight takes place unless all of the following requirements are met:
the aircraft is maintained in an airworthy condition;
any operational and emergency equipment fitted is correctly installed and serviceable or clearly identified as unserviceable;
the airworthiness certificate is valid;
the maintenance of the aircraft is performed in accordance with the AMP specified in point M.A.302.
When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if:
the lessee is stipulated on the registration document; or
detailed in the leasing contract.
When reference is made in this Part to the ‘owner’, the term owner covers the owner or the lessee, as applicable.
The pilot-in-command or, in the case of aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, the operator, shall be responsible for the satisfactory accomplishment of the pre-flight inspection. That inspection shall be carried out by the pilot or another qualified person and shall not need to be carried out by an approved maintenance organisation or by certifying staff.
n the case of aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 the operator shall be responsible for the continuing airworthiness of the aircraft it operates and shall:
ensure that no flight takes place unless the conditions set out in point (a) are met;
take the necessary steps to ensure its approval as a continuing airworthiness management organisation (‘CAMO’) pursuant to Annex Vc (Part-CAMO) or Subpart G of this Annex (Part-M), as part of air operator certificate for the aircraft it operates;
Obtain its own Part-145 approval for maintenance of its aircraft or have a written contract in place with an approved Part-145 suitable to the CAA.
n the case of complex motor-powered aircraft and other-than complex motor- powered aircraft used by licenced air carriers for commercial air transport (CAT), the continuing airworthiness function must be conducted by the operator who must gain one of the following approvals as part of their Air Operator’s Certificate (AOC), Part-CAMO or Part-M Subpart G.
for all other complex motor-powered aircraft and other-than complex motor- powered aircraft operations, the tasks associated with Continuing Airworthiness are carried out by a CAMO approved in accordance with Annex Vc (Part-CAMO) or Subpart G of this Annex (Part-M) or conclude a written contract with either an approved Part-CAMO or Subpart G of this Annex (Part-M).
The owner/operator shall ensure that any person, authorised by the CAA, 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
Any organisation approved under Part-M must put into place a system of occurrence reporting to highlight any un-airworthy conditions found on aircraft. Within the company, the information must be gathered and then transmitted to the NAA, the manufacturer and the operator/owner of the aircraft.
The report must reach the authority within 72 hours of the discovery of the un-airworthy condition.
The person or organisation shall submit a follow-up report, providing details of actions which that person or organisation intends to take to prevent similar occurrences in the future, as soon as those actions have been identified. The follow-up report shall be submitted in a form and manner established by the CAA.
PART 21 PART - M
Subpart C - Continuing Airwothiness
The aircraft continuing airworthiness and the serviceability of operational and emergency equipment shall be ensured by:
The accomplishment of pre-flight inspections;
The rectification to an approved standard of any damage or defect, while taking into account the Minimum Equipment List (MEL) and Configuration Deviation List (CDL);
Ensuring that all maintenance required by the maintenance schedule is carried out.;
The accomplishment of all maintenance in accordance with the Aircraft Maintenance Programme (AMP);
Ensuring that the AMP is effective;
The accomplishment of any Airworthiness Directives (AD), Operational Directives or any other action required by the CAA;
The accomplishment of modifications and repairs;
Providing the mass and balance statement for the current configuration to the operator or pilot in command;
Maintenance check flights, where necessary.
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.
Aircraft Maintenance Programme
Maintenance of each aircraft shall be organised in accordance with an AMP.
Every aircraft must be maintained in accordance with an AMP approved by the CAA.
Where the airworthiness is managed by either a CAMO or CAO the organisation may approve the AMP and its amendments via an indirect approval procedure, which is an abbreviated process that requires less input from the CAA
The AMP must provide details of which maintenance activities must be carried out at what time. It must also demonstrate compliance with instructions issued by the CAA or type certificate holders, such as Airworthiness Directives (ADs) and Service Bulletins (SBs).
For complex motor-powered aircraft, the AMP must include a reliability programme.
The AMP is subject to periodic reviews which analyse data, such as faults found, to continually improve the AMP. This analysis could result in less frequent inspections if no faults are being found in a particular location
The purpose of a reliability programme is to ensure that the aircraft maintenance programme tasks are effective and their periodicity is adequate.
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.
A reliability programme provides an appropriate means of monitoring the effectiveness of the maintenance programme.
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 time periods for all significant system components.
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.
At the completion of any maintenance, aircraft certificate of release to service (‘CRS’) shall be entered in the aircraft continuing airworthiness record system, as soon as practicable and no later than 30 days after the completion of any maintenance.
The aircraft continuing airworthiness record system shall contain the following
the date of the entry, the total in-service life accumulated in the applicable parameter for aircraft, engine(s) and/or propeller(s);
the aircraft continuing airworthiness records together with the supporting detailed maintenance records;
if required by point M.A.306, the aircraft technical log.
The aircraft continuing airworthiness records shall include the current mass and balance report and the current status of:
ADs and measures mandated by the CAA in immediate reaction to a safety problem;
modifications and repairs;
compliance with the AMP;
deferred maintenance tasks and deferred defects rectification.
In the case of ELA1 or ELA2 aircraft, a part or appliance that is:
not life-limited, nor part of the primary structure, nor part of the flight controls;
manufactured in conformity to applicable design;
marked in accordance with Subpart Q;
identified for installation in the specific aircraft;
to be installed in an aircraft for which the owner has verified compliance with the conditions 1 through 4 and has accepted responsibility for this compliance.
When an aircraft is permanently withdrawn from service, records should be kept for at least 12 months.
the operator shall use a technical log system containing the following information for each aircraft:
information about each flight, necessary to ensure continued flight safety, and;
the current aircraft certificate of release to service, and;
the current maintenance statement giving the aircraft maintenance status of what scheduled and out of phase maintenance is next due except that the CAA may agree to the maintenance statement being kept elsewhere, and;
all outstanding deferred defects rectifications that affect the operation of the aircraft, and;
any necessary guidance instructions on maintenance support arrangements.
The initial issue of aircraft technical log system shall be approved by the CAA. Any subsequent amendment to that system shall be managed in accordance with the Continuing Aircraft Management Organisation Exposition (CAME)
Tech Log
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
Tech Log
Section 3 should contain details of all information considered necessary to ensure continued flight safety. Such information includes:
the aircraft type and registration mark,
the date and place of take-off and landing,
the times at which the aircraft took off and landed,
The flight crew do not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to the CAA.
(Tech Log)
the time spent in particular engine power ranges where use of such engine power affects the life of the engine or engine module;
the number of landings where landings affect the life of an aircraft or aircraft component;
flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or aircraft component.
(Tech Log)
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 copy may be retained on the ground until completion of the flight to which it relates.
NOTE 3: Section 3 layout 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.
Tech Log
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:
a cross reference for each deferred defect such that the original defect can be identified in the particular section 3 sector record page.
the original date of occurrence of the defect deferred.
brief details of the defect.
details of the eventual rectification carried out and its CRS or a clear cross-reference back to the document that contains details of the eventual rectification.
Tech Log
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 if problems arise whilst operating the routes etc.
When an aircraft is permanently transferred from one owner or operator to another, the transferring owner or operator shall ensure that the continuing airworthiness records referred to in point M.A.305 and, if applicable the technical log system referred to in point M.A.306, are also transferred.
When the owner contracts the continuing airworthiness management tasks to a CAMO or CAO, the owner shall ensure that the continuing airworthiness records referred to in point M.A.305 are transferred to that contracted organisation.
The time periods for the retention of records set out in point (e) of point M.A.305 shall continue to apply to the new owner, operator, CAMO or CAO.
36 months
The owner or operator shall establish a system to keep the following documents and data in a form acceptable to the CAA and for the periods specified below
aircraft technical log system: the technical log or other data equivalent in scope and detail, covering the 36 months period prior to the last entry
of all scheduled maintenance or other maintenance required for continuing airworthiness of aircraft, engine(s), propeller(s), as appropriate, until such time as the information contained therein is superseded by new information equivalent in scope and detail but covering a period not shorter than 36 months.
CRS and maintenance records
data specific to certain components:
an in-service history record for each life-limited part based on which the current status of compliance with airworthiness limitations is determined;
the CRS and detailed maintenance records for the last accomplishment of any scheduled maintenance and any subsequent unscheduled maintenance of all life-limited parts and time-controlled components until the scheduled maintenance has been superseded by another scheduled maintenance of equivalent scope and detail but covering a period not shorter than 36 months;
the CRS and owner’s acceptance statement for any component that is fitted to an ELA2 aircraft without a CAA Form 1 in accordance with point 21.A.307(c) (see below) but covering a period not shorter than 36 months
Any defect which would hazard the safe operation of the aircraft must be rectified before the aircraft can fly. The defect must be assessed by appropriate qualified certifying staff and must either be rectified before further flight or deferred in accordance with the approved Minimum Equipment List (MEL). Any defect not hazarding the aircraft’s safety must be rectified as soon as practicable and within any limit specified in the maintenance data.
Part M Subpart D =
Maintenance Standards
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.
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.
Part M subpart E - Components
All components shall be classified into the following categories:
Satisfactory condition (previously known as serviceable). These are released on an CAA Form 1 issued by a Part-145, Part-21, Part-M or Part-CAO approved organisation.
Unserviceable components which shall be maintained in accordance with this Regulation.
Components categorised as unsalvageable because they have reached their mandatory life limitation or contain a non-repairable defect.
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.
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
the maintenance of components shall be performed by maintenance organisations approved in accordance with Subpart F of this Annex or with Annex II (Part-145) or with Annex Vd (Part-CAO), as applicable
Such aircraft maintenance organisation or certifying staff may temporarily remove the component for maintenance if this is necessary to improve access to the component, except where additional maintenance is required due to the removal. Component maintenance performed in accordance with this point shall not be eligible for the issuance of a CAA Form 1 and shall be subject to aircraft certificate of release to service requirements provided under M.A.801 (Aircraft certificate of release to service requirements).
Installed life-limited parts and time-controlled components shall not exceed the approved limitation as specified in the AMP and ADs, except as provided for in point M.A.504(b). (unsalvageable)
When the approved limitation expires, the component shall be removed from the aircraft for maintenance, or for disposal in the case of life-limited parts.
Unserviceable and unsalvageable components shall be segregated from serviceable components, standards parts and materials.
Unsalvageable components shall not be permitted to re-enter the component supply system unless the mandatory life limitation has been extended or a repair solution has been approved in accordance with Regulation (EU) No 748/2012.
‘Secure location under the control of an approved maintenance organisation’ refers to a location that is managed by the approved maintenance organisation that prevents the component from being reused or tampered with.
In the case of unsalvageable components, the person or organisation should
retain such components in the secure location referred to in paragraph (b);
arrange for the component to be mutilated in a manner that ensures that it is cannot be restored for use, before disposing it; or
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
Part-M Subpart G - Continuing Airworthiness Management Organisation (CAMO)
Part-M Subpart G Regulations are no longer in use with effect from 24 March 2022. It has been replaced by Annex Vc (Part-CAMO)
Subpart G- CAMO
The approval is indicated on a certificate included in Appendix VI issued by the CAA.
Notwithstanding point (a), for licenced air carriers the approval shall be part of the air operator certificate issued by the CAA, for the aircraft operated.
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
The continuing airworthiness management organisation shall provide a continuing airworthiness management exposition
The continuing airworthiness management organisation shall provide suitable office accommodation at appropriate locations for the personnel specified in point M.A.706
Nominated post-holder - responsible for the management and supervision of all continuing airworthiness activities.
To be approved to carry out airworthiness reviews and, if applicable, to issue permits to fly, an approved continuing airworthiness management organisation shall have appropriate airworthiness review staff to issue airworthiness review certificates or recommendations referred to in Section A, Subpart I of Annex I (Part-M) or in Section A, Subpart I of Annex Vb (Part-ML) and, if applicable, to issue a permit to fly:
For aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, and aircraft above 2 730 kg MTOM, except balloons, these staff shall have acquired:
at least 5 years’ experience in continuing airworthiness, and;
an appropriate license in compliance with Annex III (Part-66) or an aeronautical degree or a national equivalent, and;
formal aeronautical maintenance training, and;
a position within the approved organisation with appropriate responsibilities.
If the member of staff does not possess a Part-66 licence, then they will require an additional 5 years of experience in continuing airworthiness additional to those in point a (10 years in total).
For aircraft not used by licenced air carriers in accordance with Regulation (EC) No 1008/2008 of 2 730 kg MTOM and below, and balloons, these staff shall have acquired
at least 3 years’ experience in continuing airworthiness, and;
an appropriate license in compliance with Annex III (Part-66) or an aeronautical degree or a national equivalent, and;
appropriate aeronautical maintenance training, and;
a position within the approved organisation with appropriate responsibilities;
If the member of staff does not possess a Part-66 licence, then they will require an additional 4 years of experience in continuing airworthiness additional to those in point a (7 years in total).
For Complex motor powered aircraft or aircraft used for commercial air transport (CAT), when the CAMO is not approved to carry out maintenance, the operator must establish a written contract to ensure the maintenance is ultimately carried out by a maintenance organisation approved in accordance with either Part-145, Part-M Subpart F or Part-CAO. This contract must be acceptable to the CAA
Notwithstanding point (c), the contract may be in the form of individual work orders addressed to the maintenance organisation approved in accordance with Annex II (Part-145) or Subpart F of this Annex (Part-M) or Annex Vd (Part-CAO) in the case of:
an aircraft requiring unscheduled line maintenance;
component maintenance, including engine maintenance.
It is the responsibility of the owner or contracted CAMO to ensure that the aircraft is fully airworthy at any time.
A continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part-M) may:
manage the continuing airworthiness of aircraft, except those used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, as listed on the approval certificate;
manage the continuing airworthiness of aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, when listed both on its approval certificate and on its Air Operator Certificate (AOC);
arrange to carry out limited continuing airworthiness tasks with any contracted organisation, working under its quality system, as listed on the approval certificate
Approve the AMP, in accordance with point (b)(2) of point ML.A.302, for aircraft managed in accordance with Annex Vb (Part-ML).
an approved continuing airworthiness management organisation […] may, additionally, be approved to carry out airworthiness reviews and
issue the related airworthiness review certificate and extend it in due time
issue a recommendation for the airworthiness review to the CAA
A CAMO whose approval includes conducting airworthiness reviews may additionally be approved to issue a permit to fly for the particular aircraft for which the organisation is approved to issue the airworthiness review certificate. This is subject to an adequate and approved procedure in the exposition.
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
The quality system shall monitor activities carried out under Section A, Subpart G of this Annex (Part-M). It shall at least include the following functions:
monitoring that all activities carried out under Section A, Subpart G of this Annex (Part-M) are being performed in accordance with the approved procedures, and;
monitoring that all contracted maintenance is carried out in accordance with the contract, and;
monitoring the continued compliance with the requirements of this Part.
quality system
The records of these activities shall be stored for at least two years.
Where the approved continuing airworthiness management organisation is approved in accordance with another Part, the quality system may be combined with that required by the other Part.
For licenced air carriers in accordance with Regulation (EC) No 1008/2008 the M.A. Subpart G quality system shall be an integrated part of the operator’s quality system.
In order to enable the CAA to determine continued compliance with this Part, 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:
the name of the organisation.
the location of the organisation.
additional locations of the organisation.
the accountable manager.
any of the persons specified in M.A.706(c).
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.
Where a continuing airworthiness management organisation terminates its operation, all retained records shall be transferred to the owner of the aircraft.
After receipt of notification of findings according to point M.B.705, the holder of the continuing airworthiness management organisation approval shall define a corrective action plan and demonstrate corrective action to the satisfaction of the CAA within a period agreed with this authority.
independent certifying staff - Information
Means certifying staff who do not work on behalf of an approved maintenance organisation and who complies with, alternatively:
the requirements of Annex III (Part-66).
for aircraft to which Annex III (Part-66) does not apply, the certifying staff requirements in force under any relevant enactment.
Part M Subpart H = Certificate of release to service (CRS)
in case of unforeseen situations, when an aircraft is grounded at a location where no maintenance organisation approved in accordance with this Annex, Annex II (Part-145) or Annex Vd (Part-CAO) and no independent certifying staff are available, the owner may authorise any person, with no less than 3 years of appropriate maintenance experience and holding either a valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring certification or a certifying staff authorisation valid for the work requiring certification issued by an ICAO Annex 6 approved maintenance organisation to maintain the aircraft in accordance with the standards set out in Subpart D of this Annex and release it to service. In that case, the owner shall:
obtain and keep in the aircraft records specifying details of the maintenance carried out and of the qualifications of the person issuing the CRS;
ensure that any such maintenance is later on verified and a new CRS is issued by an appropriately authorised person referred to in point (b) or an organisation approved in accordance with Subpart F of this Annex, Annex II (Part-145) or Annex Vd (Part-CAO), at the earliest opportunity and in any case within 7 calendar days from the issuance of a CRS by the person authorised by the owner;
notify the organisation responsible for the continuing airworthiness management of the aircraft, when contracted, or the CAA in the absence of such a contract, within 7 days from the issuance of such authorisation.
A CRS shall contain at least:
basic details of the maintenance carried out;
the date on which the maintenance was completed;
the identity of the organisation or person issuing the CRS, including, alternatively:
the approval reference of the maintenance organisation and the certifying staff issuing the CRS;
in the case referred to in point (b)(2), the identity and, where applicable, the licence number of the certifying staff issuing the CRS;
the limitations to airworthiness or operations, if any
A CRS shall not be issued in the case of any known non-compliance which endangers flight safety.
when the required maintenance cannot be completed, a CRS may be issued with the approved aircraft limitations but does not endanger flight safety
Except for component released to service by a maintenance organisation approved in accordance with Annex II (Part-145), a CRS shall be issued at the completion of any maintenance carried out on an aircraft component in accordance with point M.A.502 of this Annex (Part-M).
The authorised release certificate identified as CAA Form 1 constitutes the component CRS.
Part M Subpart I - ARC
Airworthiness review certificate
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.
An airworthiness review certificate is issued upon completion of a satisfactory airworthiness review. The airworthiness review certificate shall be valid for 1 year;
An aircraft in a controlled environment is an aircraft which, during the preceding 12 months:
has had its airworthiness continuously managed by a unique CAMO or CAO;
has been maintained for the previous 12 months by maintenance organisations approved in accordance with Part M Subpart-F, PART-CAO or Part-145. This includes maintenance tasks carried out by certifying staff in compliance with the requirements of Part-66 and for pilot owner’s maintenance tasks (excluding complex maintenance listed in the Part-M) and released to service in accordance with Part-M.
For all aircraft used by licensed air carriers, and for aircraft above 2 730 kg MTOM that are in a controlled environment, the continuing airworthiness management organisation managing the aircraft may if appropriately approved:
Issue the airworthiness review certificate in accordance with M.A.901 of the Part-M (detailed requirements for a Airworthiness Review), and;
For 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. An Airworthiness Review Certificate shall not be extended if the organisation is aware or has reason to believe that the aircraft is unairworthy.
The airworthiness review certificate shall be issued by the CAA upon a satisfactory assessment based on a recommendation made by a CAMO or CAO, sent together with the application from the owner or operator for all aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, and for aircraft above 2 730 kg MTOM that complies with the following alternative conditions:
they are not in a controlled environment;
their continuing airworthiness is managed by an organisation that does not hold the privilege to carry out airworthiness reviews.
For aircraft of 2 730 kg MTOM and below not used by licensed air carriers, any CAMO or CAO chosen by the owner or operator may in accordance with their privilege requirements, as applicable:
issue the airworthiness review certificate in accordance with point M.A.901;
extend at most twice the validity of the airworthiness review certificate it has issued, for a period of 1 year each time, where the aircraft has remained within a controlled environment under its management.
An Airworthiness Review Certificate shall not be extended if the organisation is aware or has reason to believe that the aircraft is unairworthy.
for aircraft that are in a controlled environment, the organisation managing the continuing airworthiness of the aircraft may extend twice for a period of one year each time the validity of an airworthiness review certificate that has been issued by the competent authority or by another CAMO or CAO.
Whenever circumstances reveal the existence of a potential risk to aviation safety, the CAA shall carry out the airworthiness review and issue the airworthiness review certificate itself.
he CAA may carry out the airworthiness review and issue the airworthiness review certificate itself in the following cases:
when the continuing airworthiness of the aircraft is managed by a CAMO or CAO which has its principal place of business located in a third country;
for any other aircraft of 2 730 kg MTOM and below, if the owner so requests.
The airworthiness review of the aircraft shall include a physical survey of the aircraft. For that survey, airworthiness review staff not appropriately qualified in accordance with Annex III (Part-66) shall be assisted by such qualified staff.
Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:
all required markings and placards are properly installed;
the aircraft complies with its approved flight manual;
the aircraft configuration complies with the approved documentation;
no evident defect can be found that has not been addressed;
no inconsistencies can be found between the aircraft and the documented review of records referred to in point (k).
the airworthiness review may be anticipated by a maximum period of 90 days without loss of continuity of the airworthiness review pattern, so as to allow for the physical review to take place during a maintenance check.
The airworthiness review certificate shall not be issued until all findings have been closed
An airworthiness review certificate becomes invalid if:
suspended or revoked; or
the airworthiness certificate is suspended or revoked; or
the aircraft is not on the United Kingdom aircraft register; or
the type certificate under which the airworthiness certificate was issued is suspended or revoked.
A level 1 finding is any finding of significant non-compliance with the requirements of this Annex, which lowers the safety standard and seriously endangers flight safety.
A level 2 finding is any finding of non-compliance with the requirements of this Annex, which may lower the safety standard and may endanger the flight safety
The CAA shall also issue the airworthiness review certificate. The certificate shall be valid for 1 year, unless the CAA decides to reduce the period of validity for reasons of aviation safety.
with reference to part 21 subpart M which of the following statements best describes a repair under subpart M
the elimination of damage and/or restoration to an airworthy condition following the inital release to service by the manufacturer of any product, part or appliance
how long should an aircrafts records be kept if it is removed permanently from service
for at least 12 months
