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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.
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 transferring the records to any other person who becomes the owner/operator of the aircraft.
Keeping continuing airworthiness records in a form acceptable to the competent authority 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 pro-gramme 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 the competent authority for acceptance. The competent authority may require the performance of additional maintenance if not satisfied with the reconstructed records.
ED 2010/002/R ED 2010/002/R
Section A
PART-M
Subpart C

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 compo-nent that includes certified life limited parts or is subject to airworthiness limitations or a major component such as, undercarriage or flight controls.
　
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