In essence, this does not alter the intent of M.A.201 (h) in that it also requires that the operator has to establish a written maintenance contract acceptable to the com-petent authority of operator and, whatever type of acceptable arrangement is made, the operator is required to exercise the same level of control on contracted mainte-nance, particularly through the M.A.706 (c) continuing airworthiness management group of persons and quality system as referred to in M.A.712.
AMC M.A.708 (c)(1) Continuing airworthiness management – unscheduled maintenance
The intent of this paragraph is that maintenance contracts are not necessary when the operator’s continuing airworthiness system, as approved by the competent authority of operator, specifies that the relevant maintenance activity may be ordered through one time work orders. This includes for obvious reasons unscheduled line maintenance and may also include aeroplane component maintenance up to engines, so long as the competent authority of operator considers that the maintenance is manageable through work orders, both in term of volume and complexity. It should be noted that this para-graph implies that even where base maintenance is ordered on a case-by-case basis, there should be a written maintenance contract.
ED 2008/013/R
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 con-sequence, 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.
“Baseline” maintenance programme: it is a maintenance programme developed 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 informa-tion 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” mainte-nance programmes could be Cessna 100 Series (covering Cessna 150, 172, 177, etc.).
“Baseline” and “generic” maintenance programmes are not applicable to a particular air-craft registration mark, but to an aircraft type or group of types, and should be available to the competent authority prior to the initial approval and prior to the extension of the scope of an existing organisation approval. The intent is that the competent authority 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 indicat-ing 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.
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本文鏈接地址：CONTINUING AIRWORTHINESS REQUIREMENTS – PART M 1(60)
