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a)  a check or inspection from the operator’s aircraft maintenance programme;
b)  implementation of Airworthiness Directives, Components Overhauls, repairs, modifications, engine changes, aircraft component replacements and defects rectification.
This maintenance release should not be confused with the action that must be taken by the operator to give evidence that the aircraft is airworthy and fit to undertake a specific flight.
4.2.6.4  In all the cases, this maintenance release to service (for the aircraft or for the component) means only that the work ordered by the customer (being most of the time the aircraft operator) has been completed satisfactory by the approved maintenance organization. It does not mean that the work ordered by the customer was sufficient to ensure the airworthiness of the aircraft or the component. The responsibility to get the aircraft airworthy or to install onboard only airworthy components remains with the aircraft operator.
4.2.6.5  Deferred Maintenance
4.2.6.5.1  As stated previously, the operator is responsible to ensure the airworthiness of the aircraft and the serviceability of both operational and emergency equipment by:
a)  the accomplishment of pre-flight inspections;
b)  the rectification to an approved standard of any defects and damage affecting safe operation, taking into account the approved minimum equipment list and configuration deviation list if available for the aircraft type;
c)  the analysis of the effectiveness of the operator’s approved aircraft maintenance programme;
d)  the accomplishment of any operational directives, Airworthiness Directive and any continued airworthiness requirement made mandatory by the CAA; and
e)  the accomplishment of modifications and repairs in accordance with a standard approved by the CAA. 
4.2.6.5.2  Therefore, it is vital that the operator should be informed when the maintenance organization could not fully comply with the operator’s work order, due for example to the operator’s time limitations (time constraints not acceptable for the maintenance organization) or to a lack of components or tools.
4.2.6.5.3 Normally, a maintenance release cannot be delivered in the case on non-compliance, therefore the approved maintenance organization should follow a procedure which states what actions the mechanic, supervisor and certifying staff should take to bring the matter to the attention of the relevant person in charge of the coordination between the operator and the approved maintenance organization.
4.2.6.5.4  The operator should agree to the deferment of full compliance, then the maintenance release may be issued by the approved maintenance organization subject to details of deferment being endorsed on the certificate including the operator’s acceptance.
4.2.6.5.5 Whether or not the aircraft operator has the authority to defer maintenance is an issue between the aircraft operator and its CAA.
4.2.7  Qualification of persons signing a maintenance release
4.2.7.1  ICAO requirements for the licensing of a person signing the maintenance release are provided in Annex 1. In relation to approved maintenance organizations, the qualification of certifying personnel employed by the organization shall be equivalent to the qualification required in Annex 1 for licensed individuals. Airworthiness authorities should give particular attention to this point in their national requirements for approval of maintenance organizations.
4.2.7.2 For airworthiness authorities that issue aircraft maintenance (technician/engineer/mechanic) licences, possession of an appropriate licence demonstrates a level of knowledge and experience which may be appropriate as a basic qualification. For airworthiness authorities that do not issue licences, it is important to ensure that proper procedures and training exist for qualifying the persons who will be signing the maintenance release.
　
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