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Rev 0, dated 2nd March, 2010
cannot be found. Option (b) or (c) may be possible alternatives.
2.2 Where an operator applies for option (b) – some maintenance or DGCA has been unable to accept an application for option (a) – then satisfactory experience is again the key but in this case the satisfactory experience is related to the reduced maintenance of this option. If the experience is not satisfactory or too limited DGCA may choose to require more experienced staff or may refuse to accept the application if such staff cannot be found. Option (c) may be the possible alternative. Option (c) accepts that the operator either does not have satisfactory experience or has only limited experience of some maintenance.
2.3 The DGCA will require an operator to enter into a contract with an appropriately approved CAR 145organisation except in those cases where DGCA believes that it is possible to obtain sufficient satisfactorily experienced staff to provide the minimal maintenance support for option (b), in which case option (b) would apply.
2.4 In respect of this paragraph, ‘experience’ means staff who have proven evidence that they were directly involved with at least line maintenance of similar aircraft types for not less than 12 months. Such experience should be demonstrated to be satisfactory. An operator is required to have enough personnel meeting the requirement of M.A.706 to manage the maintenance responsibility whichever option is used.
AMC M.A.202 (a) Occurrence reporting
Accountable persons or organisations should ensure that the type certificate (TC) holder receives adequate reports of occurrences for that aircraft type, to enable it to issue appropriate service instructions and recommendations to all owners or operators.
Liaison with the TC holder is recommended to establish whether published or proposed service information will resolve the problem or to obtain a solution to a particular problem.
An approved continuing airworthiness management or maintenance organisation should assign responsibility for coordinating action on airworthiness occurrences and for initiating any necessary further investigation and follow-up activity to a suitably qualified person with clearly defined authority and status.
In respect of maintenance, reporting a condition that could seriously hazard the aircraft is normally limited to:
- serious cracks, permanent deformation, burning or serious corrosion of structure found during scheduled maintenance of the aircraft or component.
- failure of any emergency system during scheduled testing.
AMC M.A.202 (b) Occurrence reporting
The reports may be transmitted by any method i.e. electronically, by post or by facsimile. Each report should contain at least the following information:
-Reporter or organisations name and approval reference if applicable,
-Information necessary to identify the subject aircraft and or component,
-date and time relative to any life or overhaul limitation in terms of flying
hours/cycles/landings etc. as appropriate, Rev 0, dated 2nd March, 2010
-details of the occurrence.
Sub Part C – Continuing Airworthiness
AMC M.A.301 -1- Continuing airworthiness tasks
1. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the aircraft is fit to make the intended flight. These should typically include but are not necessarily limited to:
a) a walk-around type inspection of the aircraft and its emergency equipment for condition including, in particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required equipment including emergency equipment should be established.
b) an inspection of the aircraft continuing airworthiness record system or the operators technical log as applicable to ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required maintenance action shown in the maintenance statement is overdue or will become due during the flight.
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CONTINUING AIRWORTHINESS REQUIREMENTS CAR -M(43)
