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AMC M.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 CAD, 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 CAD considers that the maintenance is manageable
through work orders, both in term 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.
AMC M.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 MCAR-M .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 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.).  “Baseline” 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 CAD prior to the initial approval and prior to the extension of the scope of an existing organisation approval. The intent is that CAD 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 MCAR-M.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 MCAR-M.302(c). The indirect approval procedure should include provisions to notify to CAD that an aircraft maintenance programme specific for a customer has been created. The reason is that, according to MCAR-M.704(a)9, for aircraft not involved in commercial air transport the Continuing Airworthiness Management Exposition (CAME) only needs to include the reference to the baseline/generic maintenance programme.
　
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本文鏈接地址：馬爾代夫民航法規 MCAR-M Continuing Airworthiness(73)