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When maintenance is contracted to more than one CAR-145 approved organisation (for example aircraft base maintenance to X, engine maintenance to Y and line maintenance to Z1, Z2 &Z3), attention should be paid to the consistency of the different maintenance contracts.
A maintenance contract is not normally intended to provide appropriate detailed work instruction to the personnel (and is not normally distributed as such). Accordingly there must be established organisational responsibility, procedures and routines in the Operator’s M.A.Subpart G & CAR-145 organisations to take care of these functions in a satisfactory way such that any person involved is informed about his responsibility and the procedures which apply. These procedures and routines can be included/appended to the operator's CAME and maintenance organisation's MOE or consist in separate procedures. In other words procedures and routines should reflect the conditions of the contract.
2. Aircraft maintenance
This paragraph applies to a maintenance contract that includes base maintenance and, possibly, line maintenance. Paragraph 4 of this appendix addresses the issue of maintenance contracts restricted to only line maintenance. Aircraft maintenance also includes the maintenance of the engines and APU while they are installed on the aircraft.
2.1 Scope of work
The type of aircraft and engines subject to the maintenance contract must be specified. It should preferably include the aircraft's registration numbers.
The type of maintenance to be performed by the CAR-145 approved organisation should be specified unambiguously.
2.2 Locations identified for the performance of maintenance/ Certificates held
The place(s) where base and line maintenance will be performed should be specified. The certificate held by the maintenance organisation at the place(s) where the maintenance will be performed should be referred to in the contract. If necessary the contract may address the possibility of performing maintenance at any location subject to the need for such maintenance arising either from the unserviceability of the aircraft or from the necessity of
Rev 0, dated 2nd March, 2010 203 supporting occasional line maintenance.
2.3 Subcontracting
The maintenance contract should specify under which conditions the CAR-145 approved
organisation may subcontract tasks to a third party (whether this third party is CAR-145 approved or not). At least the contract should make reference to CAR-145.75. Additional guidance is provided by the AMC to 145.A.75. In addition the Operator may require the CAR-145 approved organisation to request the operator's approval before subcontracting to a third party. Access should be given to the operator to any information (especially the quality monitoring information) about the CAR-145 approved organisation's subcontractors involved in the contract. It should however be noted that under operators responsibility both the operator and the operator's DGCA are entitled to be fully informed about subcontracting, although the operator's DGCA will normally only be concerned with aircraft, engine and APU subcontracting.
2.4 Maintenance programme
The maintenance programme under which the maintenance has to be performed has to be specified. The operator must have that maintenance Programme approved by its DGCA. When the maintenance programme is used by several operators, it is important to remember that it is the responsibility of each operator to have that maintenance programme approved under its own name by DGCA.
2.5 Quality monitoring
The terms of the contract should include a provision allowing the operator to perform a quality surveillance (including audits) upon the CAR-145 approved organisation. The maintenance contract should specify how the results of the Quality surveillance are taken into account by the CAR-145 approved organisation (See also para.2.22. "Meetings").
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CONTINUING AIRWORTHINESS REQUIREMENTS CAR -M(106)
