DASR M - Continuing Airworthiness Management … · Continuing Airworthiness Management Organisation abbreviated Replenished is replaced with uplifted EMAR changed to DASR Arrangement

Common Changes Large portion of Aus unique text replaced with 'like' EMAR textOperating Organisation changed to CAMOContracted changed to TaskedSubcontracting changed to contractingAircraft Maintenance Program abbreviatedContinuing Airworthiness Management Organisation abbreviatedReplenished is replaced with upliftedEMAR changed to DASRArrangement substituted for formal tasking document

DASR M (existing) Change Log DASR M (new) will beGM M.A.201(a) Responsibilities (AUS) GM1 M.A. 201(a) Responsibilities

While the provisions of DASR M do not allow flights to occur unless certain requirements are met, the DASR Basic Regulation BR.80—Flexibility Provisions, provides additional flexibility to deviate from the Implementing Regulations in the event of compelling operational imperatives or emergencies.

New EMAR GMs 1,2,and 3 Included. Existing DASR GM text added to the end of the new GM3. DASR GM text reviewed to refer to SPA.10.

1. Within the context of DASR M, a military Operating Organisation is to be understoodas a force structure that operates military aircraft and is responsible for their ContinuingAirworthiness.

New EMAR GMs 1,2,and 3 Included. 2. The force structure may be a Flight, Squadron, Wing, Command or otherorganisation as determined by the pMS.GM2 M.A. 201(a) Responsibilities

New EMAR GMs 1,2,and 3 Included. ‘Accountability’ as used in DASR M.A.201 stresses that this responsibility cannot bedelegated.GM3 M.A. 201(a) Responsibilities

New EMAR GMs 1,2,and 3 Included. Existing DASR GM text added to the end of the new GM3. DASR GM text reviewed to refer to SPA.10.

Where an Operating Organisation has responsibility for the Continuing Airworthiness ofmilitary aircraft that have been issued with a Military Permit to Fly, the nationaldecrees/laws/regulations applicable to these aircraft are to be followed, supplementedby the conditions identified in DASR 21 Subpart P.

Note : While the provisions of DASR M do not allow flights to occur unless certainrequirements are met, DASR SPA.10 Command Clearance provides additional flexibilityin the event of compelling operational imperatives or emergencies.

GM M.A.201(a)(2) Responsibilities (AUS) GM M.A.201(a)(2) Responsibilities (AUS)'Operational and emergency equipment' is also referred to as role equipment. Role equipment requirements are detailed in DASR ORO.75(a).

No change Operational and emergency equipment' is also referred to as role equipment. Role equipment requirements are detailed in DASR ORO.75(a).

GM M.A.201(a)(note) Responsibilities (AUS)A Military Permit to Fly is issued in accordance with DASR 21.A.711—Issue of a Military Permit to Fly.

Deleted, covered by M.A.201(a) GM3

DASR M - Continuing Airworthiness Management Organisation AMC/GM Change Log - September 2017 Release

GM M.A.201(d) Responsibilities (AUS) AMC M.A.201(d) Responsibilities

A 'qualified person,' in the context of pre-flight inspection, is inclusive of the typequalified pilot. Non-pilot aircrew are able to perform the pre-flight inspection subject toa qualification process. The training standard and qualification process for personnelperforming the pre-flight inspection should be described in the CAME.

Changed to AMCEMAR GM inserted, DASR AUS textretained at end."is inclusive of the type qualified pilot.Non-pilot aircrew are able to perform thepre-flight inspection subject to aqualification process. The trainingstandard and qualification process forpersonnel performing the pre-flightinspection should be described in theCAME."

‘Qualified person’ in this context means an individual who has received appropriatetraining for the relevant pre-flight inspection tasks to a standard as described in AMCDASR M.A.301(a)1 subparagraph 3.This is inclusive of the type qualified pilot. Non-pilot aircrew are able to perform the pre-flight inspection subject to a qualification process. The training standard andqualification process for personnel performing the pre-flight inspection should bedescribed in the CAME.

Pre-flight inspection is defined in DASR AMC M.A.301(a)(1). Covered by EMAR AMCNo Placeholder as it is N/AAMC M.A.201(g) Responsibilities (AUS)

The NMAA considers an 'equivalent 145 AMO' to be one of the following maintenanceorganisations:

Amended to clarify Recognition requirements

An ‘equivalent 145 AMO’ is a maintenance organisation whose services are accessedwithin the scope, conditions and caveats of a Recognition established by the NMAA.

a. A commercial 145 maintenance organisation under an ICAO based 145 maintenanceapproval (such as a CASR 145, FAA 145 Repair Station or EASA 145 ApprovedMaintenance Organisation).


Prior to consuming a maintenance service through Recognition (e.g. obtaining anaircraft Certificate of Release to Service), the consumer must ensure the suitability ofthe service in accordance with the Recognition scope, conditions and caveats. Thedetails of the suitability requirement are included as annexes to the correspondingAirworthiness Authority Recognitions which are published on the DASA Recognition webpage.

b. A military or commercial maintenance organisation under an EMAR 145 regulatoryframework.


CAMOs intending to utilise 'equivalent 145 AMOs' should identify the organisation inthe CAME for approval by the NMAA.


NOTE: A maintenance organisation not considered an 'equivalent 145 AMO' may becategorised under the derogation clause DASR M.A.201(l).


GM M.A.201(g) Responsibilities (AUS) New GMThe NMAA recognises other Airworthiness Authorities to enable organisationscomplying with the DASR to consume certain products and services provided byorganisations operating under those Authorities, e.g. maintenance of aircraft andcomponents. The details of established Recognitions are published on the DASARecognition web page.

AMC M.A.201(h) Responsibilities1. Reference to aircraft includes the components fitted to or intended to be fitted to theaircraft

No change 1. Reference to aircraft includes the components fitted to or intended to be fitted tothe aircraft.

2. The performance of ground de-icing and anti-icing activities does not require amaintenance organisation approval. Nevertheless, inspections required to detect, andwhen necessary eliminate de-icing and/or anti-icing fluid residues are consideredmaintenance. Such inspections may only be carried out by suitably authorisedpersonnel.

Minor wording changeMay changed to Should

2. The performance of ground de-icing and anti-icing activities does not require amaintenance organisation approval. Nevertheless, inspections required to detect, andwhen necessary eliminate de-icing and/or anti-icing fluid residues are consideredmaintenance. Such inspections should only be carried out by suitably authorisedpersonnel.

3. The requirement means that the Operating Organisation is responsible fordetermining what maintenance is required, when it has to be performed and by whomand to what standard, in order to ensure the continued airworthiness of the aircraftbeing operated.

Minor wording changeOperating Organisation changed to CAMOcontinued changed to continuing

3. The requirement means that the CAMO is responsible for determining whatmaintenance is required, when it has to be performed and by whom and to whatstandard, in order to ensure the continuing airworthiness of the aircraft being operated.

4. An Operating Organisation should therefore have adequate knowledge of the designstatus (type specification, variance in certification basis, service bulletins issued by otherrelevant MAAs, customer options, airworthiness directives (AD), ICA airworthinesslimitations, eg as described in CS-25 Book 1, Appendix H, paragraph H25.1, fuel tanksystem airworthiness limitations including Critical Design Configuration ControlLimitations (CDCCL), modifications, major repairs, operational equipment) and requiredand performed maintenance. The Status of aircraft design and maintenance should beadequately documented to support the performance of the quality system.

Operating Organisation changed to CAMOType specification changed to type design dataMajor removed from Major repairs

4. The CAMO should therefore have adequate knowledge of the design status (typedesign data, variance in certification basis, service bulletins issued by other relevantMAAs, Airworthiness Directives (AD), airworthiness limitations from the certificationprogramme, ICA airworthiness limitations, eg as described in CS-25 Book 1, Appendix H,paragraph H25.1, fuel tank system airworthiness limitations including Critical DesignConfiguration Control Limitations (CDCCL), modifications, repairs, operationalequipment and, required and performed maintenance). The Status of aircraft designand maintenance should be adequately documented to support the performance of thequality system.

5. An Operating Organisation should establish adequate co-ordination between flightoperations and maintenance to ensure that both will receive all information on thecondition of the aircraft necessary to enable both to perform their tasks.

establish changed to ensureOperating Organisation changed to CAMO

5. The CAMO should ensure adequate co-ordination between flight operations andmaintenance to ensure that both will receive all information on the condition of theaircraft necessary to enable both to perform their tasks.

6. The requirement does not mean that an Operating Organisation itself performs themaintenance (this is to be done by a maintenance organisation approved under DASR145) but that the Operating Organisation carries the responsibility for the airworthycondition of aircraft it operates and thus should be satisfied before the intended flightthat all required maintenance has been properly carried out.

a maintenance organisation approved under DASR 145) changed to an DASR 145 Approved Maintenance Organisation (AMO))

6. The requirement does not mean that an Operating Organisation itself performs themaintenance (this is to be done by an DASR 145 Approved Maintenance Organisation(AMO) ) but that the Operating Organisation carries the responsibility for the airworthycondition of aircraft it operates and thus should be satisfied before the intended flightthat all required maintenance has been properly carried out.

7. When an Operating Organisation is not appropriately approved in accordance withDASR 145, the Operating Organisation should provide a clear work order to themaintenance contractor. The fact that an Operating Organisation has contracted amaintenance organisation approved under DASR 145 should not prevent it fromchecking at the maintenance facilities on any aspect of the contracted work if they wishto do so to satisfy the responsibility for the airworthiness of the aircraft.

Second Operating Organisation changed to CAMOmaintenance contractor changed to DASR 145 AMO. added (or the organisation it contracts/tasks to manage the continuing airworthiness of the aircraft it operates)

7. When an Operating Organisation is not appropriately approved in accordance withDASR 145, the CAMO should provide a clear work order to the DASR 145 AMO. The factthat an Operating Organisation has contracted/tasked an DASR 145 AMO should notprevent it (or the organisation it contracts/tasks to manage the continuing airworthiness of the aircraft it operates) from checking at the maintenance facilities on any aspect ofthe tasked work if it wishes to do so to satisfy its responsibility for the airworthiness ofthe aircraft.

AMC M.A.201(h)(1) Responsibilities AMC M.A.201(h)(1) Responsibilities1. An Operating Organisation only needs to be approved for the management of thecontinuing airworthiness of the aircraft listed on its MAOC. The approval to carry outairworthiness reviews is optional.

AUS unique text retained 1. An Operating Organisation only needs to be approved for the management of thecontinuing airworthiness of the aircraft listed on its MAOC. The approval to carry outairworthiness reviews is optional.

2. This approval does not prevent the Operating Organisationsubcontracting/tasking certain continuing airworthiness management tasks tocompetent persons or organisations. This activity is considered as an integral element ofthe Operating Organisation’s M.A. Subpart G approval. The regulatory monitoring isexercised through the Operating Organisation’s M.A. Subpart G. approval.The contract/tasking arrangement should be acceptable to the NMAA.

Minor wording change2. When the Operating Organisation itself is approved in accordance with DASR M.A.Subpart G, the approval does not prevent the Operating Organisationcontracting/tasking certain continuing airworthiness management tasks to competentorganisations. This activity is considered as an integral element of the OperatingOrganisation’s DASR M.A. Subpart G approval. The regulatory monitoring is exercisedthrough the Operating Organisation’s DASR M.A. Subpart G approval. The continuingairworthiness elements of the contracts/tasking documents should be acceptable to theNational Military Airworthiness Authority (NMAA).

3. The accomplishment of continuing airworthiness activities forms an important part ofthe Operating Organisation's responsibility with the Operating Organisation remainingaccountable for satisfactory completion irrespective of any contract/taskingarrangement that may be established.

Minor wording change 3. The accomplishment of continuing airworthiness activities forms an important partof the Operating Organisation’s responsibility with the Operating Organisationremaining accountable for satisfactory completion irrespective of any contract/taskingthat may be established.

4. DASR M.A.711(a)(3)(i) contains provisions to subcontract/task an organisation toperform continuing airworthiness management tasks on behalf of the CAMO. Thesubcontracted/tasked organisation is considered to perform the continuingairworthiness management tasks as an integral part of the Operating Organisation'scontinuing airworthiness management system hence is required to work under thequality system of the CAMO. DASR M.A.711(a)(3)(ii) contains provisions for continuingairworthiness management tasks to be subcontracted/tasked to an organisationworking under their own DASR M.A Subpart G approval. In this situation thesubcontracted/tasked CAMO is not required to work under the quality system of thecontracting/tasking CAMO. In either case, the contracting/tasking CAMO retains theresponsibility for all CAMO functions irrespective of who is undertaking them. DASRM.A.201(k) contains provisions for the Operating Organisation to contract/task a DASRM.A. Subpart G approved organisation for the management of the continuingairworthiness of the aircraft it operates. In this case the contracted/tasked CAMOassumes the responsibility for all CAMO functions.

AUS unique text retainedremoved "sub" from sub contractor

4. DASR M.A.711(a)(3)(i) contains provisions to contract/task an organisation to perform continuing airworthiness management tasks on behalf of the CAMO. The contracted/tasked organisation is considered to perform the continuing airworthiness management tasks as an integral part of the Operating Organisation's continuing airworthiness management system hence is required to work under the quality system of the CAMO. DASR M.A.711(a)(3)(ii) contains provisions for continuing airworthiness management tasks to be contracted/tasked to an organisation working under their own DASR M.A Subpart G approval. In this situation the contracted/tasked CAMO is not required to work under the quality system of the contracting/tasking CAMO. In either case, the contracting/tasking CAMO retains the responsibility for all CAMO functions irrespective of who is undertaking them. DASR M.A.201(k) contains provisions for the Operating Organisation to contract/task a DASR M.A. Subpart G approved organisation for the management of the continuing airworthiness of the aircraft it operates. In this case the contracted/tasked CAMO assumes the responsibility for all CAMO functions.

5. The Operating Organisation is ultimately responsible and therefore accountable forthe airworthiness of its aircraft. To exercise this responsibility the OperatingOrganisation should be satisfied that the actions taken by sub-contracted/tasked organisations meet the standards required by M.A. Subpart G. TheOperating Organisation’s management of such activities should therefore beaccomplished

Minor wording change5. The Operating Organisation is ultimately responsible and therefore accountable forthe airworthiness of its aircraft. To exercise this responsibility the OperatingOrganisation should be satisfied that the actions taken by contracted/taskedorganisations meet the standards required by DASR M.A. Subpart G. The OperatingOrganisation’s management of such activities should therefore be accomplished by:

a. by active control through direct involvement and/or Minor wording change (a) active control through direct involvement; and/or

b. by endorsing the recommendations made by the sub-contracted/tasked organisation.Minor wording change

(b) endorsing the recommendations made by the contracted/tasked organisation.

6. In order to retain ultimate responsibility the Operating Organisation should limit sub-contracted tasks to the activities specified below:

Minor wording change6. In order for the Operating Organisation to retain ultimate responsibility, the CAMOshould limit contracted/tasked activities to those specified below:

a. airworthiness directive analysis and planning Minor wording change (a) Airworthiness Directive analysis and planning;b. service bulletin analysis Minor wording change (b) Service Bulletin analysis;c. planning of maintenance No change (c) planning of maintenance;

d. reliability monitoring, engine health monitoringMinor wording change (d) reliability monitoring, engine health monitoring and other forms of health

monitoring as agreed by the NMAA;e. maintenance programme development and amendments Minor wording change (e) AMP development and amendments;f. any other activities which do not limit the Operating Organisations responsibilities asagreed by the NMAA.

Minor wording change (f) any other activities which do not limit the Operating Organisation’s responsibilities as agreed by the NMAA.

7. The Operating Organisation’s management controls associated with sub-contracted/tasked continuing airworthiness management tasks should be reflected inthe associated written contract/arrangement and be in accordance with the OperatingOrganisation’s policy and procedures defined in the continuing airworthinessmanagement exposition. When such tasks are sub-contracted/tasked the OperatingOrganisation’s continuing airworthiness management system is considered to beextended to the sub-contracted/tasked organisation unless the subcontracted/taskedorganisation is working under their own CAMO approval per M.A.711(a)3.ii.

Minor wording change7. The Operating Organisation’s management controls associated withcontracted/tasked continuing airworthiness management activities should be reflectedin the associated written contract/tasking and be in accordance with the OperatingOrganisation’s policy and procedures defined in their Continuing AirworthinessManagement Exposition (CAME). When such tasks are contracted/tasked the OperatingOrganisation’s continuing airworthiness management system is considered to beextended to the contracted/tasked organisation unless the contracted/taskedorganisation is working under their own CAMO approval per M.A.711(a)3.ii.

8. With the exception of engines and auxiliary power units, contracts/arrangements would normally be limited to one organisation per aircraft type for any combination of the activities described in Appendix II to AMC M.A.201(h)1. Where arrangements are made with more than one organisation the Operating Organisation should demonstrate that adequate co-ordination controls are in place and that the individual responsibilities are clearly defined in related contracts/arrangements.

Minor wording change8. With the exception of engines and auxiliary power units, contracts/tasking shouldnormally be limited to one organisation per aircraft type for any combination of theactivities described in Appendix II to AMC DASR M.A.201(h)1. Where arrangements aremade with more than one organisation the Operating Organisation should demonstratethat adequate co-ordination controls are in place and that the individual responsibilitiesare clearly defined in related contracts/tasking.

9. Contracts/arrangements should not authorise the sub-contracted/tasked organisation to sub-contract/task to other organisations elements of the continuing airworthinessmanagement tasks. To clarify in ADF context, when CASG are contracting a through lifesupport (TLS) provider, CASG are acting as a contracting arm of the OperatingOrganisation.

Minor wording change9. Contracts/taskings should not authorise the contracted/tasked organisation tofurther contract/task to other organisations elements of the continuing airworthinessmanagement tasks. To clarify in ADF context, when CASG are contracting a through lifesupport (TLS) provider, CASG are acting as a contracting arm of the OperatingOrganisation

10. The Operating Organisation should ensure that any findings arising from the NMAAmonitoring of the sub-contracted/tasked continuing airworthiness management taskswill be closed to the satisfaction of the NMAA. This provision should be included in thecontract/arrangement.

Minor wording change10. The CAMO should ensure that any findings arising from the NMAA monitoring ofthe contracted/tasked continuing airworthiness management activities will be closed tothe satisfaction of the NMAA. This provision should be included in the contract/tasking.

11. The sub-contracted/tasked organisation should agree to notify the respectiveOperating Organisations of any changes affecting the contracts/arrangements as soonas practical. The Operating Organisation should then inform the NMAA. Failure to do somay invalidate the NMAA acceptance of the contract/arrangement.

Minor wording change11. The contracted/tasked organisation should agree to notify the CAMO of anychanges affecting the contract/tasking as soon as practicable. The CAMO should theninform the NMAA. Failure to do so may invalidate the NMAA acceptance of thecontinuing airworthiness management elements of the contract.

12. Appendix II to AMC M.A.201(h)1 provides information on the sub-contracting/tasking of continuing airworthiness management tasks.

Minor wording change 12. Appendix II to AMC DASR M.A.201(h)1 provides information on thecontracting/tasking of continuing airworthiness management activities.

13. N/AEMAR text included 13. The CAMO should only contract to organisations which are specified by the NMAA

on the DASR Form 14 or detailed in the CAME and approved by the NMAA.

AMC M.A.201(h)(2) Responsibilities GM M.A.201(h)2 Responsibilities1. The requirement is intended to provide for the possibility of the following threealternative options:

No Change 1. The requirement is intended to provide for the possibility of the following threealternative options:

a. an Operating Organisation to be approved in accordance with DASR 145 to carry outall maintenance of the aircraft and components;

the changed to Its (a) an Operating Organisation to be approved in accordance with DASR 145 to carry out all maintenance of its aircraft and components;

b. an Operating Organisation to be approved in accordance with DASR 145 to carry outsome of the maintenance of the aircraft and components. This, at minimum, could belimited line maintenance but may be considerably more but still short of option (a);

Minor wording change(b) an Operating Organisation to be approved in accordance with DASR 145 to carry outsome of the maintenance of its aircraft and components. This, at minimum, could belimited to line maintenance but may be considerably more but still short of option (a);

c. An Operating Organisation not approved in accordance with DASR 145 to carry outany maintenance.

No change (c) An Operating Organisation not approved in accordance with DASR 145 to carry out any maintenance.

2. An Operating Organisation or prospective Operating Organisation may apply for anyone of these options but it will be for the NMAA to determine which option may beaccepted in each particular case.

Removed or prospective Op Org.2. An Operating Organisation may apply for any one of these options but it will be forthe NMAA to determine which option may be accepted in each particular case.

2.1 To make this determination the NMAA will apply the primary criteria of relevantOperating Organisation experience if carrying out some or all maintenance oncomparable aircraft. Therefore where an Operating Organisation applies for option (a) –all maintenance – the NMAA will need to be satisfied that the Operating Organisationhas sufficient experience of carrying out all maintenance on a comparable type. Forexample, assuming that the experience is judged satisfactory, then it is reasonable fromthe maintenance viewpoint to add a different fast jet aircraft to an existing fast jetaircraft fleet. If the experience is not satisfactory or too limited the NMAA may chooseeither to require more experienced management and/or more experienced release toservice staff or may refuse to accept the new fast jet aircraft if extra experienced staffcannot be found. Option (b) or (c) may be possible alternatives.

removed section to align with EMAR

2.1 NOT APPLICABLE.

2.2 Where an Operating Organisation applies for option (b) – some maintenance or theNMAA has been unable to accept an application for option (a) – then satisfactoryexperience is again the key but in this case the satisfactory experience is related to thereduced maintenance of this option. If the experience is not satisfactory or too limitedthe NMAA may choose to require more experienced staff or may refuse to accept theapplication if such staff cannot be found. Option (c) may be the possible alternative.Option (c) accepts that the Operating Organisation either does not have satisfactoryexperience or has only limited experience of some maintenance.


2.2 NOT APPLICABLE.

2.3 The NMAA will require an Operating Organisation to enter into a contract with anappropriately approved DASR 145 organisation except in those cases where the NMAAbelieves that it is possible to obtain sufficient satisfactorily experienced staff to providethe minimal maintenance support for option (b), in which case option (b) would apply.


2.3 NOT APPLICABLE.

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 Operating Organisation is required to have enough personnel meeting the requirement of DASR M.A.706—Personnel requirements, to manage the maintenance responsibility whichever option is used. An Operating Organisation or prospective Operating Organisation may apply for any one of these options but it will be for the NMAA to determine which option may be accepted in each particular case.


2.4 NOT APPLICABLE.

AMC M.A.201(k) Responsibilities (AUS) AMC M.A. 201(k) Responsibilities

1. When an Operating Organisation contracts/tasks an M.A. Subpart G approvedcontinuing airworthiness organisation in accordance with M.A.201 to carry outcontinuing airworthiness management tasks, upon request by the NMAA a copy of thearrangement shall be sent by the Operating Organisation to the NMAA once it has beensigned by both parties.

Minor wording change added "The contracted/tasked organisation is considered to perform the continuing airworthiness management tasks as an integral part of the Operating Organisation’s continuing airworthiness system." at the end

1. When an Operating Organisation contracts/tasks an DASR M.A. Subpart G CAMO inaccordance with DASR M.A.201(k) to carry out continuing airworthiness managementtasks, a copy of the arrangement should be sent by the Operating Organisation to theNMAA once it has been signed by both parties. The contracted/tasked organisation isconsidered to perform the continuing airworthiness management tasks as an integralpart of the Operating Organisation’s continuing airworthiness system.

2. The arrangement shall be developed taking into account the requirements of DASR Mand shall define the obligations of the signatories in relation to continuing airworthinessof the aircraft.

Minor wording change2. The arrangement should be developed taking into account the requirements of DASRM and should define the obligations of the signatories in relation to the management ofthe continuing airworthiness of the aircraft.

3. It shall contain as a minimum the: Minor wording change 3. The arrangement should contain as a minimum the:aircraft registration, No change - aircraft registration(s); andaircraft type, Minor wording change - aircraft type/model/series; andaircraft serial number, Minor wording change - aircraft serial number(s); andOperating Organisation or registered lessee’s name or company details including the address,

Minor wording change- aircraft Operating Organisation including the address; and,

M.A. Subpart G approved continuing airworthiness organisation details including the address.

Minor wording change- DASR M.A. Subpart G CAMO details including the address.

4. It shall state the following: 4. The arrangement should state the following:

‘The Operating Organisation entrusts to the CAMO the management of the continuingairworthiness of the aircraft, the development of a maintenance programme that shallbe approved by the NMAA, and the organisation of the maintenance of the aircraftaccording to said maintenance programme in a CAMO.

Minor wording change“The Operating Organisation entrusts to the CAMO the management of the continuingairworthiness of the aircraft, the development of an Aircraft Maintenance Programmethat shall be approved by the NMAA (if applicable), and the organisation of themaintenance of the aircraft according to the Aircraft Maintenance Programme in anDASR 145 Approved Maintenance Organisation.

According to the present arrangement, both signatories undertake to follow therespective obligations of this arrangement.

No change According to the present arrangement, both signatories undertake to follow therespective obligations of this arrangement.

The Operating Organisation certifies, to the best of their belief that all the informationgiven to the CAMO concerning the continuing airworthiness of the aircraft is and will beaccurate and that the aircraft will not be altered without prior approval of the CAMO.

No changeThe Operating Organisation certifies, to the best of their belief that all the informationgiven to the CAMO concerning the continuing airworthiness of the aircraft is and will beaccurate and that the aircraft will not be altered without prior approval of the CAMO.

In case of any non-conformity with this arrangement, by either of the signatories, it willbecome null. In such a case, the Operating Organisation will retain full responsibility forevery task linked to the continuing airworthiness of the aircraft and the OperatingOrganisation will undertake to inform NMAA within two full weeks.'

Minor wording changeIn case of any non-conformity with this arrangement, by either of the signatories, it willbecome invalid. In such a case, the Operating Organisation will retain full responsibilityfor every task linked to the continuing airworthiness of the aircraft and the OperatingOrganisation shall inform the NMAA as soon as possible.”

5. When an Operating Organisation contracts/tasks a M.A. Subpart G CAMO inaccordance with M.A.201 the obligations of each party shall be shared as follows:

Minor wording change5. When an Operating Organisation contracts a CAMO in accordance with DASR M.A.201(k) the minimum obligations of each party should be shared as follows:

5.1. Obligations of the CAMO: No change 5.1. Obligations of the CAMO:a. have the aircraft type in the scope of its approval; Minor wording change 1. have the aircraft type(s) in the scope of its approval;b. respect the conditions to maintain the continuing airworthiness of the aircraft listedbelow:

add wording 'in accordance with DASR M.A.708'

2. respect the conditions to maintain the continuing airworthiness of the aircraft in accordance with DASR M.A.708;

i. develop a maintenance programme for the aircraft, including any reliability programme developed, if applicable;

Deleted, Covered by DASR M.A.708 (b) (2)

ii. NOT APPLICABLE Deleted

iii. organise the approval of the aircraft’s maintenance programme,Deleted, Covered by DASR M.A.708 (b) (2)

iv. once it has been approved, give a copy of the aircraft’s maintenance programme to the Operating Organisation,

Deleted, Not required

v. organise a bridging inspection, if required, with the aircraft’s prior maintenance programme,


vi. organise for all maintenance to be carried out by a DASR 145 approved maintenance organisation or equivalent at M.A.201(g) or under derogation at M.A.201(l),

Deleted, Covered by DASR M.A.708 (b) (6&7)

vii. organise for all applicable airworthiness directives to be applied,Deleted, Covered by DASR M.A.708 (b) (5)

viii. organise for all defects discovered during scheduled maintenance or reported by the Operating Organisation to be corrected by an approved maintenance organisation,


ix. coordinate scheduled maintenance, the application of airworthiness directives, the replacement of life limited parts, and component inspection requirements,


x. inform the Operating Organisation each time the aircraft shall be brought to an approved maintenance organisation,


xi. manage all technical records,Deleted, Covered by DASR M.A.708 (b) (9)

xii. archive all technical records;Deleted, Covered by DASR M.A.708 (b) (9)

c. organise the approval of all and any modification to the aircraft in accordance withDASR 21 before it is embodied;

Deleted, Covered by DASR M.A.301 (a) (6)3. NOT APPLICABLE;

d. organise the approval of all and any repair to the aircraft in accordance with DASR 21before it is carried out;

Deleted, Covered by DASR M.A.301 (a) (6)4. NOT APPLICABLE;

e. inform the NMAA whenever the aircraft is not presented to the approvedmaintenance organisation by the Operating Organisation as requested by the CAMO;

approved maintenance organisation changed to EMAR 145 AMO(s)

5. inform the NMAA whenever the aircraft is not presented to the DASR 145 AMO(s) by the Operating Organisation as requested by the CAMO;

f. inform the NMAA whenever the present arrangement has not been respected;No change

6. inform the NMAA whenever the present arrangement has not been respected;

g. carry out the airworthiness review of the aircraft when necessary and issue theairworthiness review certificate or the recommendation to the NMAA;

Minor wording change, airworthiness review certificate changed to Military Airworthiness Review Certificate (MARC)

7. if applicable, carry out the airworthiness review of the aircraft when necessary andissue the Military Airworthiness Review Certificate (MARC) or the recommendation tothe NMAA;

h. send within 10 days a copy of any airworthiness review certificate issued or extendedto the NMAA;

Minor wording change, airworthiness review certificate changed to MARC 8. send within 10 days a copy of any MARC issued or extended, to the NMAA;

i. carry out all occurrence reporting mandated by applicable regulations; Minor wording change 9. carry out all applicable mandated occurrence reporting;

j. inform the NMAA whenever the present arrangement is denounced by either party.Minor wording change

10. inform the NMAA whenever the present arrangement is terminated by either party.

5.2. Obligations of the Operating Organisation: No change 5.2. Obligations of the Operating Organisation:

a. have a general understanding of the approved maintenance programme; No change 1. have a general understanding of the approved maintenance programme;b. have a general understanding of this DASR M; No change 2. have a general understanding of this DASR M;c. present the aircraft to the approved maintenance organisation agreed with the CAMOat the due time designated by the CAMO’s request;

approved maintenance organisation changed to EMAR 145 AMO

3. present the aircraft to the DASR 145 AMO agreed with the CAMO at the due time designated by the CAMO’s request;

d. not modify the aircraft without first consulting the CAMO; No change 4. not modify the aircraft without first consulting the CAMO;e. inform the CAMO of all maintenance exceptionally carried out without the knowledgeand control of the CAMO;

No change 5. inform the CAMO of all maintenance exceptionally carried out without the knowledgeand control of the CAMO;

f. report to the CAMO through the aircraft technical log/aircraft continuingairworthiness record system all defects found during operations;

No change 6. report to the CAMO through the aircraft technical log/aircraft continuing airworthiness record system all defects found during operations;

g. inform the NMAA whenever the present arrangement is denounced by either party;No change

7. inform the NMAA whenever the present arrangement is denounced by either party;

h. inform the NMAA and the CAMO whenever the aircraft is sold;Minor wording change - Sold changed to "no longer operated by the Operating Organisation."

8. inform the NMAA and the CAMO whenever the aircraft is no longer operated by the Operating Organisation;

i. carry out all occurrence reporting mandated by applicable regulations; Minor wording change 9. carry out all applicable mandated occurrence reporting;j. Inform on a regular basis the CAMO about the aircraft flying hours and any otherutilisation data, as agreed with the CAMO;

No change 10. inform on a regular basis the CAMO about the aircraft flying hours and any other utilisation data, as agreed with the CAMO;11. NOT APPLICABLE;12. NOT APPLICABLE.

New Entry6. The contracted/tasked CAMO should be approved in accordance with DASR M.A. Subpart G. However, this approval does not prevent the CAMO contracting/tasking certain continuing airworthiness management tasks to other competent organisations. This activity is considered as an integral element of the CAMO’s DASR M.A. Subpart G approval. The regulatory monitoring is exercised through the CAMO’s DASR M.A. Subpart G approval. The contracts/tasks should be acceptable to the NMAA. Contracts/taskings should not authorise the contracted/tasked organisation to further contract/task to other organisations elements of the continuing airworthiness management tasks. Appendix II to AMC DASR M.A.201(h)1 provides information on the contracting/tasking of continuing airworthiness management. To clarify in ADF context, when CASG are contracting a through life support (TLS) provider, CASG are acting as a contracting arm of the Operating Organisation.

GM M.A.201(k) Responsibilities (AUS) GM M.A.201(k) Responsibilities (AUS)This clause only covers the contracting out of the whole CAMO function for an aircrafttype(s) listed on the Operating Organisation's MAOC. If this derogation clause is utilised,that contracted CAMO is still able to subcontract tasks in accordance with DASRM.A.201(h)(1).

No Change This clause only covers the contracting out of the whole CAMO function for an aircrafttype(s) listed on the Operating Organisation's MAOC. If this derogation clause is utilised,that contracted CAMO is still able to subcontract tasks in accordance with DASRM.A.201(h)(1).

AMC M.A.201(l) Responsibilities (AUS) AMC M.A.201(l) Responsibilities (AUS)The NMAA may consider the following maintenance organisations to be “acceptablealternates to DASR 145”:

AMC updated to clarify Recognition requirements

An ‘acceptable alternate to a DASR 145 AMO’ is either:

a. A commercial maintenance organisation operating under a NAA construct that is notusing ICAO based 145 maintenance approvals but can provide a commensurate level ofmaintenance service to achieve the same outcome as expected from a DASR 145.

AMC updated to clarify Recognition requirements 1. a maintenance organisation whose services are accessed within the scope,

conditions and caveats of a Recognition established by the NMAA; or

b. A military maintenance organisation operating under a NMAA construct that is notbased on an EMAR 145 AMO framework but can provide a commensurate level ofmaintenance service to achieve the same outcome as expected from a DASR 145 (suchas a USAF/USN maintenance squadron for specific aircraft types).


2. a maintenance organisation that has been approved by the NMAA for use by theCAMO and where the CAMO has demonstrated, to the satisfaction of the NMAA, that:

A commercial maintenance organisation performing specialised maintenance activitiesmay be approved by the NMAA for use by the CAMO where it is not feasible for amaintenance organisation to become a DASR 145 maintenance organisation and theCAMO can demonstrate that the niche maintenance organisation is unable to conductmaintenance under an existing DASR 145 organisation approval (using sub-contractorprovisions in DASR 145.A.75—Privileges of the organisation). This scenario only applieswhen the lead DASR 145 AMO does not have its own expertise to determine that thesub-contractor meets the necessary standards.


a. It is not feasible for the maintenance organisation to become a DASR 145maintenance organisation;


b. The maintenance organisation is unable to carry out maintenance under an existingDASR 145 organisation approval using the sub-contractor provisions of DASR145.A.75—Privileges of the organisation; and


c. Appropriate controls are in place to ensure safety.


Prior to consuming a maintenance service through Recognition (e.g. obtaining anaircraft Certificate of Release to Service), the consumer must ensure the suitability ofthe service in accordance with the Recognition scope, conditions and caveats. Thedetails of the suitability requirement are included as annexes to the correspondingAirworthiness Authority Recognitions which are published on the DASA Recognition webpage.

AMC M.A.201(g) Responsibilities (AUS)New entry for recognition guidance The NMAA recognises other Airworthiness Authorities to enable organisations

complying with the DASR to consume certain products and services provided byorganisations operating under those Authorities, e.g. maintenance of aircraft andcomponents. The details of established Recognitions are published on the DASARecognition web page.

New entry for recognition guidanceAn ‘alternate to a DASR 145 AMO’ is one that is not operating under a regulatoryconstruct similar to DASR 145. For planning purposes it should be noted that DASA’stask of recognising an Airworthiness Authority that does not apply regulations similar toDASR is more complex than recognising one that does.

AMC M.A.202(a) Occurrence reporting AMC M.A.202(a) Occurrence reporting

Accountable persons or organisations should ensure that the military type certificate (MTC) holder or the organisation responsible for the design of the aircraft or component receives adequate reports of occurrences for that aircraft type, to enable it to issue appropriate service instructions and recommendations to all operators.

Minor wording changeOperating Organisations should ensure that the (Military) Type Certificate ((M)TC)holder or the organisation responsible for the design of the aircraft orcomponent receives adequate reports of occurrences for that aircraft type, to enablethe M(TC) holder to fulfil its DASR 21 obligations.

Liaison with the MTC holder is recommended to establish whether published or proposed service information will resolve the problem or to obtain a solution to a particular problem.

Minor wording change Liaison with the (M)TC holder should be established to determine whether published orproposed service information will resolve the problem or to obtain a solution to aparticular problem.

An approved continuing airworthiness management or maintenance organisation should assign responsibility for co-ordinating 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.

Minor wording changeAn approved CAMO should assign responsibility for co-ordinating action onairworthiness occurrences and for initiating any necessary further investigation andfollow-up activity to a qualified person with clearly defined authority and status.

New entry from EMAR‘Qualified person’ in this context means an individual who has received appropriatetraining and has relevant experience in the management of airworthiness occurrencesdetailed in DASR M.A.202. In the case of a contracted/tasked CAMO, close coordinationbetween the CAMO and the Operating Organisation is needed to define the appropriatetraining and relevant experience and to ensure that such person is officially on record atthe CAMO.

New entry from EMAR‘Endanger flight safety’ means any instance where safe operation could not be assuredor which could lead to an unsafe condition. It typically includes, but is not limited to,significant cracking, deformation, corrosion or failure of primary structure, any evidenceof burning (including overheating), electrical arcing, significant hydraulic fluid or fuelleakage and any emergency system or total system failure. An Airworthiness Directiveoverdue for compliance is also considered a hazard to flight safety.

No changeFor Aircraft Structural and Propulsion Systems Integrity, unless you have pre-approveddata from a DASR21J Approved Design Organisation or equivalent (including pre-approved repairs in the Structural Repair manual, Service Bulletins, AirworthinessDirectives, etc.), you should assume that any structural non-compliance to CriticalStructure, Primary Structure or Principle Structural Elements (PSE), could ‘endangerflight safety’. Definition of what constitutes Critical Aircraft Structure may be found inthe weapon system approved Aircraft Structural Integrity Management Plan (ASIMP),while Critical Propulsion System Parts may be found in the Guidance Material to DASR21.A.41.

GM M.A.202(a) Occurrence reporting (AUS) GM M.A.202(a) Occurrence reporting (AUS)Continuing Airworthiness Management Organisations (CAMO)s are required to report any condition or occurrence that may result in an unsafe condition.

No change Continuing Airworthiness Management Organisations (CAMO)s are required to report any condition or occurrence that may result in an unsafe condition.

Typically CAMOs will be made aware of occurrences by DASR 145 AMOs fulfilling their reporting requirements. CAMOs are to independently report on the occurrences to the NMAA, with focus on fleet implications and ability to continue complying with the certified type design.

No change Typically CAMOs will be made aware of occurrences by DASR 145 AMOs fulfilling their reporting requirements. CAMOs are to independently report on the occurrences to the NMAA, with focus on fleet implications and ability to continue complying with the certified type design.

Occurrences are likely to be identified as failures, malfunctions or defects identified during the operation of the aircraft or conduct of maintenance.

No change Occurrences are likely to be identified as failures, malfunctions or defects identified during the operation of the aircraft or conduct of maintenance.

Occurrences also include human factors that may result in unsafe conditions that are identified during maintenance or maintenance management.

No changeOccurrences also include human factors that may result in unsafe conditions that are identified during maintenance or maintenance management.

Reportable occurrences can be identified through trending and fleet management activities. These instances may not have a corresponding DASR 145 Occurrence Report.

No changeReportable occurrences can be identified through trending and fleet management activities. These instances may not have a corresponding DASR 145 Occurrence Report.

A list of occurrences to be reported are detailed in BR Appendix I - Occurrence Reporting. This is not a comprehensive list and an additional requirement may need to be considered dependent on the scope of the organisation's operations.

No changeA list of occurrences to be reported are detailed in BR Appendix I - Occurrence Reporting. This is not a comprehensive list and an additional requirement may need to be considered dependent on the scope of the organisation's operations.

The following sections are the most relevant to CAMOs: No change The following sections are the most relevant to CAMOs:SECTION I: AIRCRAFT FLIGHT OPERATIONS No change SECTION I: AIRCRAFT FLIGHT OPERATIONSSECTION II: AIRCRAFT TECHNICAL No change SECTION II: AIRCRAFT TECHNICALSECTION III: AIRCRAFT MAINTENANCE AND REPAIR No change SECTION III: AIRCRAFT MAINTENANCE AND REPAIR

SECTION V: IMMEDIATE NOTIFICATION OF ACCIDENTS AND SERIOUS INCIDENTSNo change

SECTION V: IMMEDIATE NOTIFICATION OF ACCIDENTS AND SERIOUS INCIDENTS

NOTE: Relevant occurrences may occur in other SECTIONs in BR Appendix I - Occurrence Reporting, eg Section IV, that require reporting by the CAMO.

No change NOTE: Relevant occurrences may occur in other SECTIONs in BR Appendix I - Occurrence Reporting, eg Section IV, that require reporting by the CAMO.AMC M.A.202(b) Occurrence reporting

New entry 1. The aim of occurrence reporting is to identify the factors contributing to incidentsand to make the system resistant to similar errors.

New entry2. An occurrence reporting system should enable and encourage free and frankreporting of any (potentially) safety related occurrence. This should be facilitated by theestablishment of a “just culture”. A CAMO should ensure that personnel are notinappropriately punished for reporting or co-operating with occurrence investigations.

New entry 3. The internal reporting process should be closed-loop, ensuring that actions are takeninternally to address safety hazards.

New entry 4. Feedback to reportees, both on an individual and more general basis, is important toensure their continued support for the scheme.

AMC M.A.202(c) Occurrence reporting

The reports may be transmitted by any method, ie electronically, by post or by facsimile. Urgent unsafe conditions should be reported verbally, i.e. via telephone in the first instance, all reporting should be followed by a written report, as time permits.

Clarification on reporting methodsOccurrence reporting should be in a form and manner as defined by the NMAA, takinginto account any confidential/classified information as defined in the CAME.The reports may be transmitted by any method, ie electronically, by post or byfacsimile. Urgent unsafe conditions should be reported verbally, i.e. via telephone in thefirst instance, all reporting should be followed by a written report, as time permits.

The occurrence reporting process, content and format requirements should be defined in the DASR M – Continuing Airworthiness Management Exposition (CAME).

incorporated into previous paragraph

The following formats are preferred: No change The following formats are preferred:other reporting systems as defined in the DASR M CAME, or No change Form 44 – Technical Occurrence Report, as established by the NMAA, orForm 44 – Technical Occurrence Report, as established by the NMAA. No change other reporting systems as defined in the DASR M CAME.

GM M.A.202(c) Occurrence reporting

Each report should contain at least the following information:DASR AMC Text moved to new GM M.A.202(c) Occurrence reporting, Slight wording change

Each report should contain at least the following information:

organisation details,DASR AMC Text moved to new GM M.A.202(c) Occurrence reporting, Slight wording change

(a) CAMO name and approval reference; and

information necessary to identify the subject aircraft and/or component, includingsoftware version (if applicable),

DASR AMC Text moved to new GM M.A.202(c) Occurrence reporting, Slight wording change

(b) Information necessary to identify the subject aircraft and / or component; and

date and time relative to any life or overhaul limitation in terms of flyinghours/cycles/landings etc, as appropriate,


(c) Date and time relative to any life or overhaul limitation in terms of flying hours/cycles/landings etc. as appropriate; and

details of the occurrence,DASR AMC Text moved to new GM M.A.202(c) Occurrence reporting, Slight wording change

(d) Details of the condition as required by DASR M.A.202(c); and

any other relevant information found during the evaluation or rectification of thecondition.


(e) Any other relevant information found during the evaluation or rectification of the condition.

fleet implications or ability to continuing to conforming with the type design, andDASR AMC Text moved to new GM M.A.202(c) Occurrence reporting, Slight wording change

(f) fleet implications or ability to continuing to conforming with the type design, and

SUBPART C CONTINUING AIRWORTHINESS SUBPART C - CONTINUING AIRWORTHINESSAMC M.A.301(a)(1) Continuing airworthiness tasks AMC M.A.301(a)1 Continuing airworthiness tasks1. With regard to the pre-flight inspection it is intended to mean all of the actionsnecessary to ensure that the aircraft is fit to make the intended flight. These shouldtypically include but are not necessarily limited to:

No change 1. With regard to the pre-flight inspection it is intended to mean all of the actionsnecessary to ensure that the aircraft is fit to make the intended flight. These shouldtypically include but are not necessarily limited to:

a. a walk-around type inspection of the aircraft and stores fitted for condition including,in particular, any obvious signs of wear, damage or leakage. In addition, the presence ofall required equipment including emergency equipment should be established. Note,the pre-flight inspection is not considered maintenance, it is a continuing airworthinesstask.

Minor change to include checking of weapons security (a) a walk-around type inspection of the aircraft, its emergency equipment and any

stores/weapons carried for condition including, in particular, any obvious signs of wear,damage or leakage. In addition, the presence of all required equipment, includingemergency equipment, should be established and the security of attachment of anystores/weapons carried should be checked; Note, the pre-flight inspection is notconsidered maintenance, it is a continuing airworthiness task.

b. an inspection of the aircraft continuing airworthiness record system or the aircrafttechnical log as applicable to ensure that the intended flight is not adversely affected byany outstanding deferred defects and that no required maintenance action shown inthe maintenance statement is overdue or will become due during the flight.

No change(b) an inspection of the aircraft continuing airworthiness record system or the aircrafttechnical log as applicable to ensure that the intended flight is not adversely affected byany outstanding deferred defects and that no required maintenance action shown inthe maintenance statement is overdue or will become due during the flight;

c. a control that consumable fluids, gases etc. replenished prior to flight are of thecorrect specification, free from contamination, and correctly recorded.

Minor wording change (c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correctspecification, free from contamination, and correctly recorded;

d. a control that all doors are securely fastened. No change (d) a control that all doors are securely fastened;e. a control that control surface and landing gear locks, pitot/static covers, restraintdevices and engine/aperture blanks have been removed.

No change (e) a control that control surface and landing gear locks, pitot/static covers, restraintdevices and engine/aperture blanks have been removed;

f. a control that all the aircraft’s external surfaces and engines are free from ice, snow,sand, dust etc. and an assessment to confirm that, as the result of meteorologicalconditions and de-icing/anti-icing fluids having been previously applied on it, there areno fluid residues that could endanger flight safety. Alternatively to this pre-flightassessment, when the type of aircraft and nature of operations allow for it, the build upof residues may be controlled through scheduled maintenance inspections/cleaningsidentified in the approved maintenance programme.

Minor wording changeapproved maintenance programme changed to AMP

(f) a control that all the aircraft’s external surfaces and engines are free from ice, snow,sand, dust etc. and an assessment to confirm that, as the result of meteorologicalconditions and de-icing/anti-icing fluids having been previously applied on it, there areno fluid residues that could endanger flight safety. Alternatively to this pre-flightassessment, when the type of aircraft and nature of operations allow for it, the build-upof residues may be controlled through scheduled maintenance inspections/cleaningsidentified in the AMP;

New Entry to cover weapons/armament safety pins

(g) removal of safety/arming pins if applicable.

2. Tasks such as oil and hydraulic fluid replenishment and tyre inflation may beconsidered as part of the pre-flight inspection. The related pre-flight inspectioninstructions should address the procedures to determine where thenecessary replenishment or inflation results from an abnormal consumption andpossibly requires additional maintenance action by the approved maintenanceorganisation or certifying staff as appropriate.

Minor wording change 2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered aspart of the pre-flight inspection. The related pre-flight inspection instructions shouldaddress the procedures to be taken to determine whether the necessary fluid uplift ortyre inflation results from an abnormal consumption/excessive leakage, therebypossibly requiring additional maintenance action by the AMO or certifying staff asappropriate.

3. An Operating Organisation should publish guidance to maintenance and flight personnel and any other personnel performing pre-flight inspection tasks, as appropriate, defining responsibilities for these actions and, where tasks are contracted to other organisations, how their accomplishment is subject to the quality system of DASR M.A.712—Quality system and Safety Management System. If a component of the pre-flight inspection is accomplished by the DASR 145 AMO, it should be incorporated into the aircraft maintenance program. It should be demonstrated to the NMAA that pre-flight inspection personnel have received appropriate training for the relevant pre-flight inspection tasks. The training standard for personnel performing the pre-flight inspection should be described in the Operating Organisation's continuing airworthiness management exposition.

Minor wording change

3. Operating Organisations should publish guidance to maintenance, flight and anyother personnel performing pre-flight inspection tasks, as appropriate, defining theirresponsibilities for these actions. It should be demonstrated to the NMAA that pre-flightinspection personnel have received appropriate training for the relevant pre-flightinspection tasks. If a component of the pre-flight inspection is accomplished by theDASR 145 AMO, it should be incorporated into the AMP. The training standard forpersonnel performing the pre-flight inspection should be described in the CAME.

AMC M.A.301(a)(2) Continuing airworthiness tasks AMC M.A.301(a)(2) Continuing airworthiness tasks

1. Any aircraft defect that would not endanger the flight safety should be rectified assoon as practicable, after the date the aircraft defect was first identified and within anylimits specified in the maintenance data or the minimum equipment list (MEL).

No change1. Any aircraft defect that would not endanger the flight safety should be rectified assoon as practicable, after the date the aircraft defect was first identified and within anylimits specified in the maintenance data or the minimum equipment list (MEL).

2. Any defect not rectified before flight should be recorded in the DASRM.A.305—Aircraft continuing airworthiness record system, or DASR M.A.306—Aircrafttechnical log, as applicable.

No change 2. Any defect not rectified before flight should be recorded in the DASRM.A.305—Aircraft continuing airworthiness record system, or DASR M.A.306—Aircrafttechnical log, as applicable.

3. The CAMO should have a system to ensure that all defects affecting the safeoperation of the aircraft are rectified within the limits prescribed by the approvedminimum equipment list (MEL) or configuration deviation list (CDL) as appropriate. Alsothat such defect rectification cannot be postponed/deferred unless agreed bythe CAMO and in accordance with a procedure compliant with DASR 145.A.50, DASRM.A.708(b)6 and approved by the NMAA. This procedure may include provisions todelegate the CAMO deferred defect agreement authority (operational and logisticsassessment) to DASR 145 or equivalent personnel.

Minor wording changeAUS unique text moved to subpara a.

The CAMO should have a system to ensure that all defects affecting the safe operationof the aircraft are rectified within the limits prescribed by the approved MinimumEquipment List (MEL) or Configuration Deviation List (CDL). Such defect rectificationcannot be postponed unless agreed by the CAMO and in accordance with a procedureapproved by the NMAA.

a. This procedure may include provisions to delegate the CAMO deferred defectagreement authority (operational and logistics assessment) to DASR 145 or equivalentpersonnel.

New text to support Command Clearance data b. The procedure should also contain procedures for the processing of a Command

Clearance. The provision of a Command Clearance is considered to be authorised datato allow an aircraft to be released from a maintenance organisation subject to thelimitations of the Command Clearance, refer paragraph xxx for further details on theCommand Clearance process.

4. A system of assessment should be in operation to support the continuingairworthiness of an aircraft and to provide a continuous analysis of the effectiveness ofthe M.A. Subpart G approved continuing airworthiness management organisation’sdefect control system in use.

Minor wording changeA system of assessment should be established to support the continuing airworthinessof the aircraft and to provide a continuous analysis of the effectiveness of the CAMO’sdefect control system in use.

5. The system should provide for: No change The system should provide for:a. significant incidents and defects: monitor incidents and defects that have occurred inflight and defects found during maintenance and overhaul, highlighting any that appearsignificant in their own right.

Minor wording change (a) significant incidents and defects: monitor incidents and defects that have occurredin flight and defects found during maintenance, highlighting any that appear significantin their own right.

b. repetitive incidents and defects: monitor on a continuous basis defects occurring inflight and defects found during maintenance and overhaul, highlighting any that arerepetitive.

Minor wording change(b) repetitive incidents and defects: monitor on a continuous basis defects occurring inflight and defects found during maintenance, highlighting any that are repetitive.

c. deferred defects: Monitor on a continuous basis deferred defects. Deferred defectsare defined as those defects reported in operational service or arising duringmaintenance which are deferred for rectification at a later maintenance input.

Minor wording changec. deferred defects: Monitor on a continuous basis deferred defects. Deferred defectsare defined as those defects reported in operational service or arising duringmaintenance which are deferred for rectification at a later maintenance input.

d. unscheduled removals and system performance: analyse unscheduled componentremovals and the performance of aircraft systems for use as part of the maintenanceprogramme efficiency.

Minor wording change(d) unscheduled removals and system performance: analyse unscheduled componentremovals and the performance of aircraft systems for use as part of the AMP efficiency.

New text to support Command Clearance data

e. Command Clearance: review the use of Command Clearance and the management ofany defects subject to a Command Clearance.

6. When deferring a defect the cumulative effect of a number of deferred defectsoccurring on the same aircraft and any restrictions contained in the MEL should beconsidered. Whenever possible, deferred defects should be made known to thepilot/flight crew prior to their arrival at the aircraft.

Minor wording change 6. When deferring or carrying forward a defect, the cumulative effect of a number ofdeferred or carried forward defects occurring on the same aircraft and any restrictionscontained in the MEL/CDL or national equivalents should be considered. Deferreddefects should be made known to the pilot/flight crew prior to their pre-flightinspection of the aircraft.

DEFERRED DEFECTSRewritten to reflect AC 05/2017 and reference to SPA.10. refer to AMC M.A.301 (a)(2)

Refer to AMC M.A.301 (a)(2)

GM M.A.301(a)(2) Continuing airworthiness tasks (AUS)Deferred Defect Chart updated. relocated from GM to AMC

AMC M.A.301(a)(3) Continuing airworthiness tasks AMC M.A.301(a)3 Continuing airworthiness tasks

The DASR M.A. Subpart G approved continuing airworthiness management organisation should have a system to ensure that all aircraft maintenance checks are performed within the limits prescribed by the approved aircraft maintenance programme and that, whenever a maintenance check cannot be performed within the required time limit, its postponement is allowed in accordance with a procedure agreed by the NMAA.

Minor wording changeThe CAMO should have a system to ensure that all aircraft maintenance checks areperformed within the limits prescribed by the AMP and that, whenever a maintenancecheck cannot be performed within the required time limit, its postponement is allowedin accordance with a procedure agreed by the NMAA.

GM M.A.301(a)(3) and M.A.708(b)(4) Continuing airworthiness tasks (AUS) GM M.A.301(a)(3) and M.A.708(b)(4) Continuing airworthiness tasks (AUS)

1. The situation may arise where a contracted/tasked maintenance organisation advisesthe CAMO that the contracted/tasked maintenance cannot be carried out by therequired contracted/tasked timeframe. The CAMO has the following options available:

Minor wording change.1. The situation may arise where a contracted/tasked maintenance organisationadvises the CAMO that the contracted/tasked maintenance cannot be carried out by therequired contracted/tasked timeframe and seeks a one-off extension of thepromulgated maintenance interval. In processing the request for a maintenanceinterval extension the CAMO has the following options available:

a. adjust the packaging of maintenanceMinor wording change.

a. where the packaged/promulgated interval is less than the engineering justifiedinterval, extend the interval up to a maximum of the engineering interval;

b. extend the AMP task interval using the CAMO’s indirect approval procedure, ifsuitably privileged

Minor wording change. b. extend the task interval using the CAMO’s indirect approval procedure, if suitablyprivileged, either once-off or permanently,

c. request DASR 21J design supportMinor wording change.

c. request DASR 21J design support for the requested interval extension; or

d. utilise flexibility provisions of the DASR Basic Regulation BR.80—Flexibility Provisions,for compelling operational imperatives or emergencies

Minor wording change.d. utilise the Command Clearance process to operate the aircraft IAW DASRM.A.301(a)(2) .

2. It is important to note that extending a maintenance task beyond its promulgatedinterval may reduce the preventive effect of the task by increasing the risk of exposureto the failure consequences of the failure mode being addressed. In certain situationsextension of maintenance could adversely affect the operational capability and/orsafety of the aircraft. Also, the percentage by which the interval is extended does notnecessarily reflect the increase in risk, which may be significantly higher and requireassessment by the CAMO using RCM and failure data.

Minor wording change.2. Extending the Packaged Interval. Interval flexibility may exist between amaintenance task’s packaged/promulgated interval and its engineering/design intervalin the AMP. The task may be packaged at a lesser interval maintenance efficiency due totasks required in the same area or aligning maintenance to be conducted in blocks. Ifthis is the case, and provided the CAMO has the underlying analysis that identifies theengineering interval and the reasons why the task was packaged at a lesser interval, theCAMO may authorise an extension to the packaged interval up to a maximum of therecorded engineering interval.

3. Adjust the packaging of maintenance. An inherent interval flexibility may existbetween a maintenance task’s packaged/promulgated interval and itsengineering/design interval in the AMP. The task may be packaged in this manner formaintenance efficiency due to tasks required in the same area or aligning maintenanceto be conducted in blocks. If this is the case, the CAMO may reschedule themaintenance to be conducted providing the maintenance task is completed prior to theengineering/design interval in the AMP.

Minor wording change.3. Extend the AMP Task Interval. If the AMP task interval has been reached, theCAMO may have sufficient data to extend the AMP task interval either once off, for adefined period, or permanently. To amend the AMP the CAMO must have the privilegefrom the NMAA and sufficient scope as agreed in the indirect approval procedure. Note:where a task’s interval has been extended permanently, the task may still be packagedas desired (not exceeding the extended interval).

4. Extend the AMP task interval. If the AMP task interval has been reached, the CAMOmay have sufficient data to extend the AMP task interval either once off, for a definedperiod, or permanently. To amend the AMP the CAMO must have the privilege from theNMAA and sufficient scope as agreed in the indirect approval procedure. Note althoughthe interval may have been extended, the task may still be packaged as desired (notexceeding the extended interval).

Minor wording change.

4. Request DASR 21J Design Support. If the two options at para 1a and b aboveare not applicable, the CAMO may request DASR 21J design support to either extend theinterval once off, for a defined period, or permanently.

5. Request DASR 21J design support. If the two options above are not available theCAMO may request DASR 21J design support to either extend the interval once off, for adefined period, or permanently.

Minor wording change. 5. Utilise the Command Clearance process. DASR M.A.301(a)(2).containsprovisions for the Operating Organisation to deviate from theInitial/Continued/Continuing regulations.

6. Utilise flexibility provisions of the Basic Regulation. The DASR Basic Regulation BR.80contains flexibility provisions in the military context for the Operating Organisation todeviate from the implementing regulations in the event of compelling operationalimperatives or emergencies. This process is managed through the deferred defect DASRM.A.301(a)(2) procedure or the applicable Operating Organisation procedure.

Minor wording change.

6. For servicings with multiple tasks, the decision on extending the interval andthe method used will be dependent on the individual circumstances of each task withinthe servicing. A combination of para 1a to d may be necessary.

Minor wording change.It is important to note that extending a maintenance task beyond its promulgatedinterval may reduce the preventive effect of the task by increasing the risk of exposureto the failure consequences of the failure mode being addressed. In certain situationsextension of maintenance could adversely affect the operational capability and/orsafety of the aircraft. Also, the percentage by which the interval is extended does notuniversally reflect the increase in risk in exposure to the failure consequences of thefailure mode(s) the task is addressing. The increase in risk with the extension of a task’sinterval needs to be assessed individually based on the underlying Reliability CentredMaintenance (RCM) analysis that justified the existing interval and the context in whichthe interval extension is being asked.

AMC M.A.301(a)(4) Continuing airworthiness tasks AMC M.A.301(a)4 Continuing airworthiness tasksThe DASR M.A. Subpart G approved organisation should have a system to analyse the effectiveness of the maintenance programme, with regard to spares, established defects, malfunctions and damage, and to amend the maintenance programme accordingly.

Minor wording changeThe CAMO should have a system to analyse the effectiveness of the AMP, with regard tospares, established defects, malfunctions and damage, and to amend the AMPaccordingly.

AMC M.A.301(a)5 Continuing airworthiness tasksNew AMC

Operational directives with a continuing airworthiness impact include operating rulessuch as Extended Twin-engine Operations (ETOPS) / Long Range Operations (LROPS),Reduced Vertical Separation Minima (RVSM), Minimum Navigation PerformanceSpecification (MNPS), All Weather Operations (AWOPS), Area Navigation (RNAV), etc.

New AMCAny other continued airworthiness requirement made mandatory by the NMAA includes (M)TC related requirements such as: Certification Maintenance Requirements (CMR),certification life limited parts, airworthiness limitations from the aircraft type-certification basis, fuel tank system airworthiness limitations including Critical DesignConfiguration Control Limitations (CDCCL), etc.

Moved from GM M.A.301(a)(5)(ii) Continuing airworthiness tasks (AUS)

Defence Aviation Authority Directives are considered ,operational directives, that mayhave a continuing airworthiness impact.

GM M.A.301(a)(5)(ii) Continuing airworthiness tasks (AUS)Defence Aviation Authority Directives are considered ,operational directives, that mayhave a continuing airworthiness impact.

Moved to AMC M.A.301 (a) (5)

AMC M.A.301(a)(5)(iii) Continuing airworthiness tasks (AUS)

Any other continued airworthiness requirement made mandatory by the NMAA includes MTC related requirements such as: certification maintenance requirements (CMR), certification life limited parts, airworthiness limitations, Critical Design Configuration Control Limitations (CDCCL).

Moved to AMC M.A.301 (a) (5)

AMC M.A.301(a)(7) Continuing airworthiness tasks AMC M.A.301(a)7 Continuing airworthiness tasks

A DASR M.A. Subpart G approved organisation should establish and work to a policy, which assesses non mandatory information related to the airworthiness of the aircraft. Non mandatory information such as service bulletins, service letters and other information that is produced for the aircraft and its components by an approved design organisation, the manufacturer or the NMAA.

Minor wording changeA CAMO managing the continuing airworthiness of the aircraft should establish andwork according to a policy, which assesses non-mandatory information related to theairworthiness of the aircraft. Non-mandatory information includes Service Bulletins (ornational equivalent), service letters and other information that is produced for theaircraft and its components by a design organisation accepted by the NMAA, or themanufacturer or the NMAA.

GM M.A.301(a)8 Continuing airworthiness tasks (AUS) GM M.A.301(a)8 Continuing airworthiness tasks (AUS)Conducting 'maintenance check flights when necessary' means conducting maintenancecheck flights when required by Instructions for Continuing Airworthiness (ICA), howeverICA may use different terminology. Note, there may be other check flights conducted inservice that are not required by ICA; these flights are not a regulatory requirement.Maintenance check flight is not to be confused with flight test which is covered underDASR 21.

No Change Conducting 'maintenance check flights when necessary' means conducting maintenancecheck flights when required by Instructions for Continuing Airworthiness (ICA), howeverICA may use different terminology. Note, there may be other check flights conducted inservice that are not required by ICA; these flights are not a regulatory requirement.Maintenance check flight is not to be confused with flight test which is covered underDASR 21.

GM M.A.301(b) Continuing airworthiness tasks (AUS) GM M.A.301(b) Continuing airworthiness tasks (AUS)While the provisions of DASR M do not allow flights to occur unless certainrequirements are met, the DASR Basic Regulation (BR) provides additional flexibilityprovisions, that may be sought for operational reasons.

minor. Updated to refer to SPA.10 While the provisions of DASR M do not allow flights to occur unless certainrequirements are met, DASR SPA.A.10 Command Clearance provides additionalflexibility provisions, that may be sought for operational reasons.

GM M.A.301(b)(2) Continuing Airworthiness tasks (AUS) GM M.A.301(b)(2) Continuing Airworthiness tasks (AUS)

The type design approved by the NMAA' is the configuration of the type design at theaward of a Military TC (including an STC) plus any major changes overseen by theNMAA. Through Military Design Organisation Approvals (MDOA), minor changes to typedesign issued by a DASR 21J organisation with an associated privilege also constitutespart of the type design approved by the NMAA. DASR M.A.301 is addressingmodifications with airworthiness implications that have not been developed by a designorganisation approved/recognised by the NMAA, or major changes to type design thathave been incorporated onto an aircraft without NMAA oversight.

Change in wording, Intent is the same

The type design approved by the NMAA' is the configuration of the type design at theaward of a Military Type Certificate and any changes or repairs approved underM.A.304.

AMC M.A.302 Aircraft Maintenance Programme AMC M.A.302 Aircraft Maintenance Programme (*)(AMP)1. The term "maintenance programme" is intended to include scheduled maintenancetasks the associated procedures and standard maintenance practises. The term"maintenance schedule" is intended to embrace the scheduled maintenance tasksalone.

Minor wording change 1. The term ’Aircraft Maintenance Programme (AMP)’ is intended to include scheduledmaintenance tasks, their associated maintenance procedures and standardmaintenance practices. The term “maintenance schedule” is intended to embrace thescheduled maintenance tasks alone.

2. The aircraft should only be maintained to one approved maintenance programme ata given point in time. Where an Operating Organisation wishes to change from oneapproved programme to other, a transfer check or inspection may need to beperformed in order to implement the change.

Minor wording change 2. The aircraft should only be maintained to one approved AMP at a given point in time.Where an Operating Organisation wishes to change from one AMP to another, atransfer check or inspection may need to be performed in order to implement thechange.

3. The maintenance programme details should be reviewed at least annually. As aminimum revisions of documents affecting the programme basis need to be consideredby the Operating Organisation for inclusion in the maintenance programme during theannual review. Applicable mandatory requirements for compliance with DASR 21 shouldbe incorporated into the Operating Organisation's maintenance programme as soon aspossible


3. The AMP details should be reviewed at least annually. As a minimum, revisions ofdocuments affecting the AMP basis need to be considered for inclusion in the AMPduring the annual review. Applicable mandatory requirements for compliance withDASR 21 should be incorporated into the AMP as soon as possible.

4. The aircraft maintenance programme should contain a preface which will define themaintenance programme contents, the inspection standards to be applied, permittedvariations to task frequencies and, where applicable, any procedure to manage theevolution of established check or inspection intervals.

Minor wording change4. The AMP should contain a preface which will define the AMP contents, theinspection standards to be applied, permitted variations to task frequencies and, whereapplicable, any procedure to manage the evolution of established check or inspectionintervals.

Appendix I to DASR AMC M.A.302—Content of a Maintenance Programme, provides detailed information on the contents of an approved aircraft maintenance programme.

Minor wording changeAppendix I to AMC DASR M.A.302 and AMC DASR M.B.301(b) provides detailedinformation on the contents of an AMP.

5. Repetitive maintenance tasks derived from modifications and repairs should beincorporated into the approved maintenance programme.

Minor wording change 5. Repetitive maintenance tasks derived from modifications and repairs should beincorporated into the AMP.

AMC M.A.302(a) Aircraft Maintenance Programme

A maintenance programme may indicate that it applies to several aircraft registrations as long as the maintenance programme clearly identifies the effectivity of the tasks and procedures that are not applicable to all of the listed registrations.

Minor Wording changeMoved to GM M.A.302 (a)

GM M.A.302(a) Aircraft Maintenance Programme (AMP)An AMP may indicate that it applies to several aircraft registration numbers as long asthe AMP clearly identifies the effectivity of the tasks and procedures that are notapplicable to all of the listed registration numbers.

GM M.A.302(b) Aircraft maintenance program (AMP) (AUS) GM M.A.302(b) Aircraft maintenance program (AMP) (AUS)

The AMP and its amendments are required be approved by the NMAA, unless coveredby an indirect approval procedure at DASR M.A.708(b)2.ii. Consistent with DASRM.A.704(c), the indirect approval procedure shall define the eligible amendments (i.escope of changes) to the AMP, be established by the CAMO as part of the CAME and beapproved by the NMAA.

No ChangeThe AMP and its amendments are required be approved by the NMAA, unless coveredby an indirect approval procedure at DASR M.A.708(b)2.ii. Consistent with DASRM.A.704(c), the indirect approval procedure shall define the eligible amendments (i.escope of changes) to the AMP, be established by the CAMO as part of the CAME and beapproved by the NMAA.

AMC M.A.302(d) Aircraft Maintenance Programme compliance AMC M.A.302(d) Aircraft Maintenance Programme (AMP)

1. A CAMO's maintenance programme should normally be based upon the maintenancereview board (MRB)/Reliability Centred Maintenance (RCM) report where applicable,the maintenance planning document (MPD), the relevant chapters of the maintenancemanual or any other maintenance data containing information on scheduling.Furthermore, a CAMO's maintenance programme should also take into account anymaintenance data containing information on scheduling for components.

Minor wording change1. An Operating Organisation’s AMP should normally be based upon the MaintenanceReview Board (MRB)/Reliability Centred Maintenance (RCM) report or equivalent reportwhere applicable, the Maintenance Planning Document (MPD), the relevant chapters ofthe maintenance manual or any other maintenance data containing information onscheduling. Furthermore, an Operating Organisation’s AMP should also take intoaccount any maintenance data containing information on scheduling for components.

2. Instructions issued by the NMAA can encompass all types of instructions from aspecific task for a particular aircraft to complete recommended maintenance schedulesfor certain aircraft types that can be used by the CAMO directly. These instructions maybe issued by the NMAA in the following cases:

Minor wording change2. Instructions issued by the NMAA can encompass all types of instructions from aspecific task for a particular aircraft to complete recommended maintenance schedulesfor certain aircraft types that can be used by the CAMO directly. These instructions maybe issued by the NMAA in the following cases:

in the absence of specific recommendations of the Military Type Certificate Holder.Minor wording change

• in the absence of specific recommendations of the (Military) Type Certificate Holder;

to provide alternate instructions to those described in the subparagraph 1 above, withthe objective of providing flexibility to the CAMO.

Minor wording change• to provide alternative instructions to those described in the subparagraph 1 above, with the objective of providing flexibility to the Operating Organisation.

3. Where an aircraft type has been subjected to the MRB/RCM report process,a CAMO should normally develop the initial CAMO’s aircraft maintenance programmebased upon the MRB/RCM report. However, consideration should also be given toDefence Configuration, Role, and operating Environment (CRE) and scheduled utilisationcompared with the assumptions used at the commencement of the MRB/RCM process.

Minor wording changeAUS unique text moved to AMC M.A.302 (d) (5) 3. Where an aircraft type has been subjected to the MRB report process, the initial

AMP should normally be based upon the MRB report.

4. Where an aircraft is maintained in accordance with an aircraft maintenanceprogramme based upon the MRB/RCM report process, any associated programme forthe continuous surveillance of the reliability, or health monitoring of the aircraft shouldbe considered as part of the aircraft maintenance programme.

Minor wording change4. Where an aircraft is maintained in accordance with an AMP based upon the MRBreport process, any associated programme for the continuous surveillance of thereliability, or health monitoring of the aircraft should be considered as part of the AMP.

5. Aircraft maintenance programmes for aircraft types subjected to theMRB/RCM report process should contain identification cross reference to theMRB/RCM report tasks such that it is always possible to relate such tasks to the currentapproved aircraft maintenance programme. This does not prevent the approved aircraftmaintenance programme from being developed in the light of service experience tobeyond the MRB/RCM report recommendations but will show the relationship to suchrecommendations.

Minor wording changeAUS unique text moved from AMC M.A.302 (d) (3)

5. AMPs for aircraft types subjected to the MRB report process should containidentification cross reference to the MRB report tasks such that it is always possible torelate such tasks to the current AMP. This does not prevent the AMP from beingdeveloped in the light of service experience to beyond the MRB reportrecommendations but will show the relationship to such recommendations. However,consideration should also be given to Defence Configuration, Role, and operatingEnvironment (CRE) and scheduled utilisation compared with the assumptions used atthe commencement of the MRB/RCM process.

6. Some approved aircraft maintenance programmes, not developed from theMRB/RCM process, utilise reliability programmes. Such reliability programmes should beconsidered as a part of the approved maintenance programme.

Minor wording change6. Some AMPs, not developed from the MRB process, utilise reliability programmes.Such reliability programmes should be considered as a part of the AMP.

7. Alternate and/or additional instructions to those defined in paragraphs DASRM.A.302(d)(i) and DASR M.A.302(d)(ii), proposed by the CAMO, may include but are notlimited to the following:

Minor wording change 7. Alternative and/or additional instructions to those defined in DASR M.A.302(d)1 and(2), proposed by the Operating Organisation, may include but are not limited to thefollowing:

Escalation of the interval for certain tasks based on reliability data or other supporting information. Appendix I to AMC M.A.302 recommends that the maintenance programme contains the corresponding escalation procedures. The escalation of these tasks is directly approved by the NMAA.

Minor wording change• Extension of the interval for certain tasks based on reliability data or othersupporting information. Appendix I recommends that the AMP contains thecorresponding extension procedures. The extension in periodicity of these tasks isdirectly approved by the NMAA, including ALIs (Airworthiness Limitation Items).

More restrictive intervals than those proposed by the MTC holder as a result of thereliability data or because of a more stringent operational environment.

Minor wording change• Reduced intervals from those proposed by the (M)TCH as a result of the reliability data or because of a more stringent operational environment.

Additional tasks at the discretion of the CAMO.Minor wording change

• Additional tasks at the discretion of the Operating Organisation.

• For Aircraft Structural Integrity, Airworthiness Limitations are cited in the weaponsystem approved Aircraft Structural Integrity Management Program (ASIMP), while citedin the TCDS for the affected Propulsion System. Airworthiness Limitations (including safelife limit or safety by inspection program parameter for aircraft structure and dynamiccomponents as defined in the weapon system ASIMP, critical inspection requirementsor retirement times of propulsion system critical parts as defined in DASR GM21.A.41—Type-certificate and restricted type-certificate, CMRs or other AirworthinessLimitations) are outside the scope of the reliability program and cannot be modifiedwithout engagement of an approved design organisation and NMAA approval.

• Note: Take care with escalation for Structural Integrity. Structure requires differentlogic to systems, especially for ‘nil findings’. For ASI, a history of ‘nil findings’ on anaircraft is not evidence for escalation of the inspection interval, because it is notevidence that there is any conservatism in any of the variables in the ICA’s ‘damagetolerance ‘ analysis . The chance of damage developing and growing only increases withtime.

New AMC text8. ‘Field Evaluation’ data from other military Operating Organisations using the sameaircraft type in a similar manner may have been used to develop an initial AircraftMaintenance Programme. However, where an aircraft has been procured from a foreignnation, security constraints or other nationally imposed limitations may result in a lackof complete data being available to support the AMP. In these cases, the OperatingOrganisation should evaluate the available data and confirm that appropriate controlsexist, or identify additional data that implements necessary controls, so that associatedrisks are either eliminated or minimised So Far As is Reasonably Practicable (SFARP).

8. For Aircraft Structural Integrity, Airworthiness Limitations are cited in the weaponsystem approved Aircraft Structural Integrity Management Program (ASIMP), while citedin the TCDS for the affected Propulsion System. Airworthiness Limitations (including safelife limit or safety by inspection program parameter for aircraft structure and dynamiccomponents as defined in the weapon system ASIMP, critical inspection requirementsor retirement times of propulsion system critical parts as defined in DASR GM21.A.41—Type-certificate and restricted type-certificate, CMRs or other AirworthinessLimitations) are outside the scope of the reliability program and cannot be modifiedwithout engagement of an approved design organisation and NMAA approval.

Moved to Paragraph 7 to maintain continuity

Note: Take care with escalation for Structural Integrity. Structure requires different logicto systems, especially for ‘nil findings’. For ASI, a history of ‘nil findings’ on an aircraft isnot evidence for escalation of the inspection interval, because it is not evidence thatthere is any conservatism in any of the variables in the ICA’s ‘damage tolerance ‘analysis . The chance of damage developing and growing only increases with time.

Moved to Paragraph 7 to maintain continuity

AMC M.A.302(d)(3) Aircraft Maintenance Programme (AUS)

1. Additional instructions that identify critical maintenance tasks and the associatederror capture method to be applied should be included by the CAMO in the AircraftMaintenance Programme (AMP). The AMTCH through the relevant OEM may be able toprovide the CAMO a list of critical maintenance tasks. If the AMTCH is unable to providethis list, a suitable methodology for the CAMO to develop this list of criticalmaintenance tasks is contained within Appendix XIV to AMC.302(d)(3).

Minor Update to clarify requirements1. Any additional instructions that identify critical maintenance tasks and the associatederror capture method to be applied should be included by the CAMO in the AircraftMaintenance Programme (AMP). The AMTCH through the relevant OEM may be able toprovide the CAMO a list of critical maintenance tasks (in the context of error capturemethod determination). If the AMTCH is unable to provide this list, a suitablemethodology for the CAMO to develop this list of critical maintenance tasks is containedwithin Appendix XIV to AMC.302(d)(3).

2. “Critical maintenance task” means a maintenance task that involves the assembly orany disturbance of a system or any part on an aircraft, engine or propeller that, if anerror occurred during its performance, could directly endanger the flight safety.

Minor Update to clarify requirements2. In the context of Error Capture Methods determination, a “Critical Maintenance Task”means a maintenance task that involves the assembly or any disturbance of a system orany part on an aircraft, engine or propeller that, if an error occurred during itsperformance, could directly endanger the flight safety.

3. It is the responsibility of the CAMO to identify the required error capture method(s)to be applied for each critical maintenance task. Error capture methods are required oncritical maintenance tasks because maintenance error can occur, regardless of themaintenance task being performed by trained, competent and authorised maintenancepersonnel.

Minor Update to clarify requirements3. Systematically applied, procedures to capture errors on critical maintenance tasks actas barriers which prevent or detect a committed maintenance error that wouldconceivably result in functional loss or damage that could directly endanger flight safety.The CAMO is responsible to identify the required error capture method(s) to be appliedfor each critical maintenance task regardless of whether the maintenance task isperformed by trained, competent and authorised maintenance personnel.

4. Systematically applied, procedures to capture errors on critical maintenance tasks actas barriers which prevent or detect a committed maintenance error that wouldconceivably result in functional loss or damage that could directly endanger flight safety.Appendix XIV to AMC.302(d)(3) also provides a suitable methodology for determiningwhich type of error capture method(s) should be applied. Note, the manufacturer’sinstructions for continuing airworthiness should be followed when determining theneed for procedures to capture errors on critical maintenance tasks.

Minor Update to clarify requirements

4. The CAMO should ensure that instructions supporting the conduct of error capturingmethods are provided to the required DASR 145 organisations. DASR 145.A.48(b) andassociated AMC detail how to conduct error capture methods.

5. The CAMO should ensure that instructions supporting the conduct of error capturingmethods are provided to the required DASR 145 organisations. DASR 145.A.48(h) andassociated AMC detail how to conduct error capture methods.

Minor Update to clarify requirements5. The absence of CAMO published error capturing methods inspection requirementsdoes not negate the requirement or ability for maintenance organisations to specifyadditional procedures. Should any of these additional procedures involve the assemblyor any disturbance of a system or any part on an aircraft, engine or propeller that, iferrors occurred, could result in a failure, malfunction, or defect endangering the safeoperation of the aircraft, they should be considered as critical maintenance tasks andthe CAMO notified to initiate error capture methods determination.

6. The absence of maintenance and inspection standards published by the CAMO doesnot negate the requirement or ability for maintenance organisations to specifyadditional procedures. Should maintenance tasks involve the assembly or anydisturbance of a control system that, if errors occurred, could result in a failure,malfunction, or defect endangering the safe operation of the aircraft, they should beconsidered as critical maintenance tasks needing an error capture procedure.

Minor Update to clarify requirements

6. Where such additional procedures do not meet the strict criteria as describedin Appendix XIV to AMC.302(d)(3) for critical maintenance tasks, the maintenanceorganisation can implement additional training and/or supervision instead.

Where such requirements do not meet the strict criteria as described in Appendix XIV toAMC.302(d)(3), the maintenance organisation can implement additional training and/orsupervision instead.

Minor Update to clarify requirements Appendix XIV to AMC.302(d)(3) outlines the basic requirements of an error capturemethods determination process. AAP 7001.038 provides additional detail on the errorcapture methods determination process. Note, the manufacturer’s instructions forcontinuing airworthiness should be followed when determining the need for proceduresto capture errors on critical maintenance tasks

AMC M.A.302(f) Aircraft Maintenance Programme –Reliability Programmes GM M.A.302(f) Aircraft Maintenance Programme (AMP)

1. Reliability programmes should be developed for aircraft maintenance programmesbased upon maintenance steering group (MSG)/reliability centred maintenance(RCM) logic or those that include condition monitored components or that do notcontain overhaul time periods for all significant system components.

No Change1. Reliability programmes should be developed for aircraft maintenance programmesbased upon maintenance steering group (MSG)/reliability centred maintenance(RCM) logic or those that include condition monitored components or that do notcontain overhaul time periods for all significant system components.

2. NOT APPLICABLE. No Change 2. NOT APPLICABLE.

3. The purpose of a reliability programme is to ensure that the aircraft maintenanceprogramme tasks are effective and their periodicity is adequate.

Minor wording change3. The purpose of a reliability programme is to ensure that the AMP tasks are effectiveand their periodicity is adequate.

4. The reliability programme may result in the escalation or deletion of a maintenancetask, as well as the de-escalation or addition of a maintenance task

Minor wording change4. The reliability programme may result in the extension or reduction of a maintenancetask interval, as well as the deletion or addition of a maintenance task.

5. A reliability programme provides an appropriate means of monitoring theeffectiveness of the maintenance programme.

Minor wording change 5. A reliability programme provides an appropriate means of monitoring theeffectiveness of the AMP.

6. Appendix I to AMC M.A.302 provides further guidance.Minor wording change

6. Appendix I to AMC DASR M.A.302 and DASR M.B.301(b) gives further guidance.

7. Programmes and all associated airworthiness data, including that data used forsubstantiating the escalation of programmes should be made available to the NMAAupon request.

No Change 7. Programmes and all associated airworthiness data, including that data used forsubstantiating the escalation of programmes should be made available to the NMAAupon request.

AMC M.A.303 Airworthiness Directives (AUS) AMC M.A.303 Airworthiness Directives (AUS)

Should there be a discrepancy or difficulty in carrying out an Airworthiness Directive(AD) on a Defence aircraft, eg if the Defence aircraft is of a different configuration in thearea affected by an AD issued by a recognised NAA or NMAA, the CAMO should seek theadvice of the AD delegate or relevant MDOA performing MTCH obligations. Theoutcome of such advice should establish whether the AD remains applicable; requiresamendment or supplementation to incorporate on Defence aircraft; or requiresconversion into a Defence specific AD.

Updated to clarify Recognition requirements As detailed in DASR 21.A.3B—Airworthiness Directives, and DASR AMC 21.A.3B

'applicable Airworthiness Directives (AD)' are those issued or adopted by the Authority,Authority delegate or applicable through Recognition. DASR GM 21.A.3B providesfurther clarification on equivalent mechanisms/instruments when recognised NMAA donot use the term AD.

GM M.A.303 Airworthiness Directives (AUS) GM M.A.303 Airworthiness Directives (AUS)

As detailed in DASR 21.A.3B—Airworthiness Directives, and DASR AMC 21.A.3B'applicable Airworthiness Directives (AD)' are those issued or adopted by the Authority,Authority delegate or a recognised National Aviation Authority (NAA) or recognisedNMAA. DASR GM 21.A.3B provides further clarification on equivalentmechanisms/instruments when recognised NMAA do not use the term AD.

Updated to clarify Recognition requirements Should there be a discrepancy or difficulty in carrying out an Airworthiness Directive

(AD) on a Defence aircraft, eg if the Defence aircraft is of a different configuration in thearea affected by an AD applicable through Recognition, the CAMO should seek theadvice of the AD delegate or relevant MDOA performing MTCH obligations. Theoutcome of such advice should establish whether the AD remains applicable; requiresamendment or supplementation to incorporate on Defence aircraft; or requiresconversion into a Defence specific AD.

AMC M.A.304 Data for modifications and repairs AMC M.A.304 Data for modifications and repairs

A person or organisation repairing an aircraft or component should assess the damage against published approved repair data and the action to be taken if the damage is beyond the limits or outside the scope of such data. This could involve any one or more of the following options; repair by replacement of damaged parts, requesting technical support from the military type certificate holder or from an organisation approved in accordance with DASR 21 and finally NMAA approval of the particular repair data.


An DASR 145 AMO repairing an aircraft or component should assess the damage againstpublished approved repair data and the action to be taken if the damage is beyond thelimits or outside the scope of such data. This action could involve any one or more ofthe following options:

Minor wording change· the repair by replacement of the damaged parts;

Minor wording change · requesting technical support from the (M)TCH or a design organisation approved or accepted by the NMAA;

Minor wording change· NMAA approval of the particular repair data.

AMC M.A.304(d) Data for modifications and repairs (AUS)New Requirement to clarify recognition requirements

‘Data produced by an organisation accepted by the NMAA’ is any approved minorchange to type design, or approved minor repair, accessed within the scope, conditionsand caveats of a Recognition established by the NMAA.

New Requirement to clarify recognition requirements Prior to consuming any such airworthiness instrument through Recognition, the

consumer must ensure the suitability of the instrument in accordance with theRecognition scope, conditions and caveats. The details of the suitability requirement areincluded as annexes to the corresponding Airworthiness Authority Recognitions whichare published on the DASA Recognition web page.

GM M.A.304(d) Data for modifications and repairs (AUS) GM M.A.304(d) Data for modifications and repairs (AUS)

1. An ,organisation accepted by the NMAA, is either:

Updated to clarify Recognition requirements The NMAA recognises other Airworthiness Authorities to enable organisations

complying with the DASR to consume certain products and services provided by thoseAuthorities or organisations operating under their approval. The details of establishedRecognitions are published on the DASA Recognition web page.

a. an organisation accepted by the NMAA through recognition of the applicable aviationauthority; or

deleted

b. an organisation accepted by the NMAA through approval of the CAME. deleted

2. An organisation accepted by the NMAA through recognition. A consolidated list ofNMAA recognised airworthiness authorities and their scope of recognition includingcaveats and restrictions may be obtained through the appropriate NMAA desk officer orthe DASA website. For further information on the types of recognition consult therecognition TAAC 04/2016 on the DASA website. Through recognition of otherairworthiness authorities, an organisation considered equivalent to DASR 21J mayinclude those holding the following approvals: EASA 21J, CASA 21J and CASA 21M (this isa design organisation with scope of repair only). Similarly, an organisation considered anacceptable alternate to DASR 21J may include specific US NMAA, such as NAVAIR or aUSAF System Project Office.

deleted

3. An organisation accepted by the NMAA through approval of the CAME. As part of theCAME Submission for Authority approval to address DASR M.A.304 the CAMO isrequired to list extant relationships with external organisations from which designrelated artefacts will be sought. Should these external organisations include those thatdo not hold DASR 21J MDO Approval or are not recognised as per para 1.a. they maystill be accepted by the NMAA to provide changes to the type design through theapproval of the CAME. Hence, CAMOs intending to utilise this provision should identifythe organisation in the CAME for approval by the NMAA. The CAME should clearlyidentify the artefacts from the organisation that are intended to be used in the samemanner as an approved design from a DASR 21 Design Organisation.

deleted

GM M.A.305(a) Aircraft continuing airworthiness record system (AUS) GM M.A.305(a) Aircraft continuing airworthiness record system (AUS)An example of an aircraft continuing airworthiness record system utilised in theAustralian Defence Force is Computer Aided Maintenance Management System 2(CAMM2).

No Change An example of an aircraft continuing airworthiness record system utilised in theAustralian Defence Force is Computer Aided Maintenance Management System 2(CAMM2).

GM M.A.305(c) Aircraft continuing airworthiness record system (AUS) GM M.A.305(c) Aircraft continuing airworthiness record system (AUS)

For clarification 'other airworthiness data as required by the NMAA' includes otherusage parameters that may be required to be captured to support continuingairworthiness, eg strain data, g exceedances, full stop landings versus touch and go. Alist of airworthiness data required by the NMAA can be found in the Aircraft StructuralIntegrity Management Plan (ASIMP) and Engine Structural Integrity Management Plans(ESIMP) for each Defence platform.

No ChangeFor clarification 'other airworthiness data as required by the NMAA' includes otherusage parameters that may be required to be captured to support continuingairworthiness, eg strain data, g exceedances, full stop landings versus touch and go. Alist of airworthiness data required by the NMAA can be found in the Aircraft StructuralIntegrity Management Plan (ASIMP) and Engine Structural Integrity Management Plans(ESIMP) for each Defence platform.

AMC M.A.305(d) Aircraft continuing airworthiness record systemAMC M.A.305(d)(1) Aircraft continuing airworthiness record system (AUS)The current status of an Airworthiness Directive (AD) should identify the applicable AD including revision or amendment numbers. Where an AD is generally applicable to the aircraft or component type but is not applicable to the particular aircraft or component, then this should be identified. The AD status includes the date when the AD was accomplished, and where the AD is controlled by flight hours or flight cycles it should include the aircraft or engine or component total flight hours or cycles, as appropriate. For repetitive ADs, only the last application should be recorded in the AD status. The status should also specify which part of a multi-part directive has been accomplished and the method, where a choice is available in the AD.

Moved from AMC M.A.305(d)(1) (AUS)The current status of ADs should identify the applicable ADs including any revision oramendment numbers. Where an AD is generally applicable to an aircraft or componenttype but is not applicable to the particular aircraft or component type used by theOperating Organisation, then this should be identified. The AD status includes the datewhen the AD was accomplished, and where the AD is controlled by flight hours or flightcycles it should include the aircraft or engine or component total flight hours or cyclesor any other approved service life consumption units as appropriate. For repetitive ADs,only the last application should be recorded in the AD status. The status should alsospecify which part of a multi-part directive has been accomplished and the method,where a choice is available in the AD.

AMC M.A.305(d)(2) Aircraft continuing airworthiness record system (AUS)incorporated into to AMC M.A.305(d)

The status of current modification and repairs means a list of embodied modification and repairs together with the substantiating data supporting compliance with the airworthiness requirements. This can be in the form of a Military Supplemental Type Certificate (MSTC), Service Bulletin (SB), Structural Repair Manual (SRM) or similar approved document.

incorporated into to AMC M.A.305(d) The status of current modification and repairs means a list of embodied modificationsand repairs together with the substantiating data supporting compliance with theairworthiness requirements. This can be in the form of a Supplemental (Military) TypeCertificate (S(M)TC), Service Bulletin (or national equivalent), Structural Repair Manual(SRM) or similar approved document.

The substantiating data may include:incorporated into to AMC M.A.305(d)

The substantiating data may include:

a. compliance programme; andincorporated into to AMC M.A.305(d)

(a) compliance programme; and

b. master drawing or drawing list, production drawings, and installation instructions;and

incorporated into to AMC M.A.305(d) (b) master drawing or drawing list, production drawings, and installation instructions; and

c. engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.);and

incorporated into to AMC M.A.305(d) (c) engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.); and

d. ground and flight test programme and results; andincorporated into to AMC M.A.305(d)

(d) ground and flight test programme and results; and

e. weight and balance change data; andincorporated into to AMC M.A.305(d)

(e) weight and balance change data; and

f. maintenance and repair manual supplements; andincorporated into to AMC M.A.305(d)

(f) maintenance and repair manual supplements; and

g. maintenance programme changes and instructions for continuing airworthiness; andincorporated into to AMC M.A.305(d)

(g) AMP changes and Instructions for Continuing Airworthiness; and

h. aircraft flight manual supplement.incorporated into to AMC M.A.305(d)

(h) aircraft flight manual supplement; and

New inclusion Add data from .305(d)(7) (AUS)

(i) symmetry check report (if applicable).A symmetry check is equivalent to a mensuration check or alignment check which is typically covered in the applicable Aircraft Maintenance Programme (AMP).

AMC M.A.305(d) Aircraft continuing airworthiness record systemSome gas turbine engines are assembled from modules and a true total time in servicefor a total engine is not kept. When CAMOs wish to take advantage of the modulardesign, then total time in service and maintenance records for each module is to bemaintained. The continuing airworthiness records as specified are to be kept with themodule and should show compliance with any mandatory requirements pertaining tothat module.

No ChangeSome gas turbine engines are assembled from modules and a true total time in servicefor a total engine is not kept. When Operating Organisations wish to take advantage ofthe modular design, then total time in service and maintenance records for eachmodule are to be maintained. The continuing airworthiness records as specified are tobe kept with the module and should show compliance with any mandatoryrequirements pertaining to that module.

For some gas turbine engines, especially turbo-shaft engines, the true total time ofcontinuous operation for particular power settings is to be maintained if applicable.

AMC M.A.305(d)(4) Aircraft continuing airworthiness record systemAMC M.A.305(d)(4) and AMC M.A.305(h) Aircraft continuing airworthiness record system

The term ‘service life-limited components’ embraces: (i) components subject to a certified life limit after which the components should be retired, and (ii) components subject to a service life limit after which the components should undergo maintenance to restore their serviceability.

Split into Sub Para's

The term ‘service life limited components’ embraces:

No Change (i) components subject to a certified life limit after which the components should beretired, and

No Change (ii) components subject to a service life limit after which the components shouldundergo maintenance to restore their serviceability.

The current status of service life-limited aircraft components should indicate:Split into Sub Para's

The current status of service life limited aircraft components should indicate:

i. for components subject to a certified life limit: the component life limitation, total number of hours, accumulated cycles or calendar time and the number of hours/cycles/time remaining before the required retirement time of the component is reached;

Minor wording change(i) for components subject to a certified life limit: the component life limitation, totalnumber of hours, accumulated cycles, calendar time or any other approved service lifeconsumption units and the number of hours/cycles/time/units remaining before therequired retirement time of the component is reached;

ii. for components subject to a service life limit: the component service life limit, the hours, cycles or calendar time since the component has been restored back to their service life and the remaining service (hours, cycles, calendar time) life before the components need to undergo maintenance.

Minor wording change(ii) for components subject to a service life limit: the component service life limit, thehours, cycles, calendar time or any other approved service life consumption units sincethe component has been restored back to their service life and the remaining servicelife (hours, cycles, calendar time or any other approved service life consumption units)before the components need to undergo maintenance.

Any action that alters the components’ life limit (certified or service) or changes the parameter of the life limit (certified or service) should be recorded.

No ChangeAny action that alters the components’ life limit (certified or service) or changes theparameter of the life limit (certified or service) should be recorded.

When the determination of the remaining life requires knowledge of the different types of aircraft/engine on which the component has previously been installed, the status of all service-life limited aircraft components should additionally include a full installation history indicating the number of hours, cycles or calendar time relevant to each installation on these different types of aircraft/engine. The indication of the type of aircraft/engine should be sufficiently detailed with regard to the required determination of remaining life.

Minor wording changeWhen the determination of the remaining life requires knowledge of the different typesof aircraft/engine on which the component has previously been installed, the status ofall service life limited aircraft components should additionally include a full installationhistory indicating the number of hours, cycles, calendar time or any other approvedservice life consumption units relevant to each installation on these different types ofaircraft/engine. The indication of the type of aircraft/engine should be sufficientlydetailed with regard to the required determination of remaining life.

Recommendations from the military type certificate holder on the procedures to record the remaining life may be considered.

Minor wording change Recommendations from the (M)TCH on the procedures to record the remaining lifeshould be considered.

AMC M.A.305(d)(5) Aircraft continuing airworthiness record system (AUS)No Change

AMC M.A.305(d)(5) Aircraft continuing airworthiness record system (AUS)

The weight and balance statement should be the current aircraft weight factoring in thelast weigh and any subsequent changes (modifications, component removals etc), forexample the aircraft weight and balance Chart C (if used).

No ChangeThe weight and balance statement should be the current aircraft weight factoring in thelast weigh and any subsequent changes (modifications, component removals etc), forexample the aircraft weight and balance Chart C (if used).

GM M.A.305(d)(5) Aircraft continuing airworthiness record system (AUS) No Change GM M.A.305(d)(5) Aircraft continuing airworthiness record system (AUS)The 'Weight and Balance Report' is to be interpreted as the 'Weight and BalanceStatement' to ensure consistent terminology across DASR M.

No Change The 'Weight and Balance Report' is to be interpreted as the 'Weight and BalanceStatement' to ensure consistent terminology across DASR M.

GM M.A.305(d)(7) Aircraft continuing airworthiness record system (AUS)incorporated into to AMC M.A.305(d)

A symmetry check is equivalent to a mensuration check or alignment check which istypically covered in the applicable Aircraft Maintenance Programme (AMP).

incorporated into to AMC M.A.305(d)

New addition to align with EMAR AMC M.A.305(g) Aircraft continuing airworthiness record systemNew addition to align with EMAR For paper documentation, entries made in error should not to be erased but should be

ruled through and initialled by the person making the correction. Opaque correctionfluid should not be used in correcting paper records.

New addition to align with EMAR For electronic systems, incorrect entries should be flagged to indicate that they havebeen corrected, and a mechanism should be put in place to retain and easily accesscopies of the original, if incorrect, data.

New addition to align with EMAR GM M.A.305(g) Aircraft continuing airworthiness record systemNew addition to align with EMAR

ISO 15489-1 (International Standard on Records Management) and Electronic Documentand Records Management System provide further information on this topic.

AMC M.A.305(h) Aircraft continuing airworthiness record system AMC M.A.305(h) Aircraft continuing airworthiness record systemContinuing airworthiness records may, in some instances, need to be kept for longer durations to support trending analyses in support of an established reliability programme.

No Change Continuing airworthiness records may, in some instances, need to be kept for longer durations to support trending analyses in support of an established reliability programme.

When a CAMO arranges for the relevant maintenance organisation to retain copies of the continuing airworthiness records on their behalf, the CAMO will continue to be responsible for the retention of records. If they cease to be the CAMO for the aircraft, they also remain responsible for transferring the records to any other CAMO who becomes the CAMO for the aircraft.

Minor wording changeWhen an CAMO arranges for the relevant DASR 145 AMO to retain copies of thecontinuing airworthiness records on their behalf, the CAMO will continue to beresponsible for the retention of records. If they cease to be the CAMO of the aircraft,they remain responsible for transferring the records to any other CAMO of the aircraft.

Keeping continuing airworthiness records in a form acceptable to the NMAA normally means in paper form or on a computer database or a combination of both methods. All records should remain legible throughout the required retention period.

Minor wording changeKeeping continuing airworthiness records in a form acceptable to the NMAA normallymeans in paper form or on a computer database or a combination of both methods.Records stored in microfilm or optical disc form are also acceptable. All records shouldremain readable and accessible for the duration of the storage period.

New addition to align with EMAR‘Readable and accessible’ means that the organisation should possess the ability toaccess the stored records in their original format for the duration of the specifiedstorage period. Where the data contained in stored records is no longer compatiblewith changes and/or upgrades to equipment/computer/hardware/software, theorganisation should put in place provisions to ensure that sufficient equipment isretained that is compatible with the storage medium, or that the records in theiroriginal format are transferred to an alternative medium.

Paper systems should use robust material, which can withstand normal handling and filing.

No Change Paper systems should use robust material, which can withstand normal handling andfiling.

Computer systems should have at least one backup system, which should be updated at least within 24 hours of any maintenance. Each terminal is required to contain programme safeguards against the ability of unauthorised personnel to alter the database.

Minor wording changeComputer systems should have at least one backup system, which should be updated atleast within 24 hours of any maintenance. Each terminal is required to contain programsafeguards against the ability of unauthorised personnel to alter the database.

Continuing airworthiness records should be stored in a safe way with regard to damage, alteration and theft. Computer backup discs, tapes etc., should be stored in a different location from that containing the current working discs, tapes, etc., and in a safe environment. Reconstruction of lost or destroyed records can be done by reference to other records which reflect the time in service, research of records maintained by repair facilities and reference to records maintained by individual mechanics, etc. When these things have been done and the record is still incomplete, the CAMO may make a statement in the new record describing the loss and establishing the time in service based on the research and the best estimate of time in service. The reconstructed records should be submitted to the NMAA for acceptance. The NMAA may require the performance of additional maintenance if not satisfied with the reconstructed records.

Minor wording changeContinuing airworthiness records should be stored in a safe way with regard to damage,alteration and theft. Computer backup discs, tapes etc., should be stored in a differentlocation from that containing the current working discs, tapes, etc., and in a safeenvironment. Reconstruction of lost or destroyed records can be done by reference toother records which reflect the time in service, research of records maintained by repairfacilities and reference to records maintained by individual mechanics, etc. When thesethings have been done and the record is still incomplete, the CAMO may make astatement in the new record describing the loss and establishing the time in servicebased on the research and the best estimate of time in service. The reconstructedrecords should be submitted to the NMAA for acceptance. The NMAA may require theperformance of additional maintenance if not satisfied with the reconstructed records.

GM M.A.305(h) Aircraft continuing airworthiness record system (AUS) GM M.A.305(h) Aircraft continuing airworthiness record system (AUS)Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.

No Change Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.

AMC M.A.305(h)(2) Aircraft continuing airworthiness record system (AUS) AMC M.A.305(h)(2) Aircraft continuing airworthiness record system (AUS)

The system to generate/keep records for military Aircraft Structural and Propulsions Systems Integrity life consumption units (eg; Fatigue Life Expended Index, Equivalent Flight Hours, Engine Cycles and Life Usage Indices etc.) are often very complex and typically require complementary systems to calculate and manage records of aircraft/propulsion system structural life consumption. These systems are to be verified and validated as specified in AAP 7001.054—electronic Airworthiness Design Requirements Manual (eADRM). Details of the system should be documented in the approved Aircraft Structural and Propulsions Systems Integrity Management Plan for the weapon system of interest.

No ChangeThe system to generate/keep records for military Aircraft Structural and PropulsionsSystems Integrity life consumption units (eg; Fatigue Life Expended Index, EquivalentFlight Hours, Engine Cycles and Life Usage Indices etc.) are often very complex andtypically require complementary systems to calculate and manage records ofaircraft/propulsion system structural life consumption. These systems are to be verifiedand validated as specified in AAP 7001.054—electronic Airworthiness DesignRequirements Manual (eADRM). Details of the system should be documented in theapproved Aircraft Structural and Propulsions Systems Integrity Management Plan forthe weapon system of interest.

GM M.A.305(h)(6) Aircraft continuing airworthiness record system (AUS) AMC M.A.305(h)6 Aircraft continuing airworthiness record system

For the purpose of this paragraph, a 'component vital to flight safety' means acomponent that includes certified life limited parts or is subject to airworthinesslimitations or a major component such as, undercarriage or flight controls.

Addition of engine, propeller For the purpose of this paragraph, a “component vital to flight safety” means acomponent that includes certified life limited parts or is subject to airworthinesslimitations or a major component such as an engine, propeller, undercarriage or flightcontrols.

AMC M.A.306(a) Aircraft technical log AMC M.A.306(a) Aircraft technical log

The aircraft technical log is a system for recording defects and malfunctions during theaircraft operation and for recording details of all maintenance carried out on an aircraftbetween scheduled base maintenance visits. In addition, it is used for recording flightsafety and maintenance information the operating crew need to know.

Minor wording change The Operating Organisation’s aircraft technical log is a system for recording defects andmalfunctions during the aircraft operation and for recording details of all maintenancecarried out on an aircraft between scheduled base maintenance visits. In addition, it isused for recording flight safety and maintenance information the flight crew need toknow.

New Addition to align with EMARWhere an NMAA has promulgated instructions on the format and construct of anaircraft technical log, this format should be used by all organisations and personnelengaged in the maintenance and support of military registered aircraft and airborneequipment. These instructions should provide a description of the format and use ofmilitary aviation engineering documentation, together with any associated procedures.

Cabin or mission system defects and malfunctions that affect the safe operation of theaircraft or the safety of its occupants are regarded as forming part of the aircrafttechnical log where recorded by another means.

No Change Cabin or mission system defects and malfunctions that affect the safe operation of theaircraft or the safety of its occupants are regarded as forming part of the aircrafttechnical log where recorded by another means.

The aircraft technical log may range from a simple single section document to a complexsystem containing many sections but in all cases it should include the informationspecified for the example used here:

No Change The aircraft technical log may range from a simple single section document to a complexsystem containing many sections but in all cases it should include the informationspecified for the example used here:

No Changea. Details of the Operating Organisation, the aircraft type and the complete international registration marks of the aircraft.

No Change a. Details of the Operating Organisation, the aircraft type and the complete international registration marks of the aircraft.

b. Details of when the next scheduled maintenance is due, including, if relevant any out of phase component changes due before the next maintenance check. In addition this section should contain the current certificate of release to service (CRS), for the complete aircraft, issued normally at the end of the last maintenance check.

No Changeb. Details of when the next scheduled maintenance is due, including, if relevant any out of phase component changes due before the next maintenance check. In addition this section should contain the current certificate of release to service (CRS), for the complete aircraft, issued normally at the end of the last maintenance check.

NOTE: The flight crew do not need to receive such details if the next scheduledmaintenance is controlled by other means acceptable to the NMAA.

No ChangeNOTE: The flight crew do not need to receive such details if the next scheduledmaintenance is controlled by other means acceptable to the NMAA.

c. Details of all information considered necessary to ensure continued flight safety. Such information includes:

No Change c. Details of all information considered necessary to ensure continued flight safety. Such information includes:

i. the aircraft type and registration mark, No Change i. the aircraft type and registration mark,ii. the date and place of take-off and landing, No Change ii. the date and place of take-off and landing,iii. the times at which the aircraft took off and landed, No Change iii. the times at which the aircraft took off and landed,

iv. the running total of flying hours, such that the hours to the next schedule maintenance can be determined. The flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to the NMAA.

No Changeiv. the running total of flying hours, such that the hours to the next schedule maintenance can be determined. The flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means acceptable to the NMAA.

v. details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe operation of the aircraft including emergency systems, and any failure, defect or malfunctions in the cabin, galley or mission system that affect the safe operation of the aircraft or the safety of its occupants that are known to the aircraft captain. Provision should be made for the aircraft captain to date and sign such entries including, where appropriate, the nil defect state for continuity of the record. Provision should be made for a CRS following rectification of a defect or any deferred defect or maintenance check carried out. Such a certificate appearing on each page of this section should readily identify the defect(s) to which it relates or the particular maintenance check as appropriate.

No Changev. details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe operation of the aircraft including emergency systems, and any failure, defect or malfunctions in the cabin, galley or mission system that affect the safe operation of the aircraft or the safety of its occupants that are known to the aircraft captain. Provision should be made for the aircraft captain to date and sign such entries including, where appropriate, the nil defect state for continuity of the record. Provision should be made for a CRS following rectification of a defect or any deferred defect or maintenance check carried out. Such a certificate appearing on each page of this section should readily identify the defect(s) to which it relates or the particular maintenance check as appropriate.

It is acceptable to use an alternate abbreviated certificate of release to service consisting of the statement ‘DASR 145 release to service’ instead of the full certification statement specified in DASR AMC 145.A.50(b) paragraph 1. When the alternate abbreviated certificate of release to service is used, the introductory section of the technical log should include an example of the full certification statement from DASR AMC 145.A.50(b) paragraph 1.

No ChangeIt is acceptable to use an alternate abbreviated certificate of release to service consisting of the statement ‘DASR 145 release to service’ instead of the full certification statement specified in DASR AMC 145.A.50(b) paragraph 1. When the alternate abbreviated certificate of release to service is used, the introductory section of the technical log should include an example of the full certification statement from DASR AMC 145.A.50(b) paragraph 1.

vi. the quantity of fuel and oil replenished and the quantity of fuel available in each tank, or combination of tanks, at the beginning and end of each flight; provision to show, in the same units of quantity, both the amount of fuel planned to be replenished and the amount of fuel actually replenished; provision for the time when ground de-icing and/or anti-icing was started and the type of fluid applied, including mixture ratio fluid/water and any other information required by the CAMO's procedures in order to allow the assessment on whether inspections for and/or elimination of de-icing/anti-icing fluid residues that could endanger flight safety are required.

No Changevi. the quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or combination of tanks, at the beginning and end of each flight; provision to show, in the same units of quantity, both the amount of fuel planned to be uplifted and the amount of fuel actually uplifted; provision for the time when ground de-icing and/or anti-icing was started and the type of fluid applied, including mixture ratio fluid/water and any other information required by the CAMO's procedures in order to allow the assessment on whether inspections for and/or elimination of de-icing/anti-icing fluid residues that could endanger flight safety are required.

vii. the pre-flight inspection signature. No Change vii. the pre-flight inspection signature.In addition to the above, it may be necessary to record the following supplementaryinformation:

No Change In addition to the above, it may be necessary to record the following supplementaryinformation:

the time spent in particular engine power ranges where use of such engine poweraffects the life of the engine or engine module;

No Change the time spent in particular engine power ranges where use of such engine poweraffects the life of the engine or engine module;

the number of landings where landings affect the life of an aircraft or aircraftcomponent;

No Change the number of landings where landings affect the life of an aircraft or aircraftcomponent;

flight cycles or flight pressure cycles where such cycles affect the life of an aircraft oraircraft component.

No Change flight cycles or flight pressure cycles where such cycles affect the life of an aircraft oraircraft component.

NOTE 1: Where content from paragraph (c) is of the multi-sector ‘part removable’ type,then such ‘part removable’ sections should contain all of the foregoing informationwhere appropriate.

No Change NOTE 1: Where content from paragraph (c) is of the multi-sector ‘part removable’ type,then such ‘part removable’ sections should contain all of the foregoing informationwhere appropriate.

NOTE 2: Content from paragraph (c) should be designed so that one copy of each pagemay remain on the aircraft and one copy may be retained on the ground untilcompletion of the flight to which it relates.

No Change NOTE 2: Content from paragraph (c) should be designed so that one copy of each pagemay remain on the aircraft and one copy may be retained on the ground untilcompletion of the flight to which it relates.

NOTE 3: Content from paragraph (c) should be divided to show clearly what is requiredto be completed after flight and what is required to be completed in preparation for thenext flight.

No Change NOTE 3: Content from paragraph (c) should be divided to show clearly what is requiredto be completed after flight and what is required to be completed in preparation for thenext flight.

d. details of all deferred defects that affect or may affect the safe operation of the aircraft and should therefore be known to the aircraft captain. Each page of this section should be pre-printed with the Operating Organisation’s name and page serial number and make provision for recording the following:

No Changed. details of all deferred defects that affect or may affect the safe operation of the aircraft and should therefore be known to the aircraft captain. Each page of this section should be pre-printed with the Operating Organisation’s name and page serial number and make provision for recording the following:

i. a cross reference for each deferred defect such that the original defect can beidentified in the particular paragraph (c) sector record page.

No Change i. a cross reference for each deferred defect such that the original defect can beidentified in the particular paragraph (c) sector record page.

ii. the original date of occurrence of the defect deferred. No Change ii. the original date of occurrence of the defect deferred.iii. brief details of the defect. No Change iii. brief details of the defect.

iv. details of the eventual rectification carried out and its CRS or a clear cross-referenceback to the document that contains details of the eventual rectification.

No Changeiv. details of the eventual rectification carried out and its CRS or a clear cross-referenceback to the document that contains details of the eventual rectification.

e. Details any necessary maintenance support information that the aircraft captain needs to know. Such information would include data on how to contact maintenance engineering if problems arise whilst conducting the mission etc.

No Changee. Details any necessary maintenance support information that the aircraft captain needs to know. Such information would include data on how to contact maintenance engineering if problems arise whilst conducting the mission etc.

Covered under AMC M.A.306 (a)AMC M.A.306 (b) Aircraft technical log AMC M.A.306(b) Aircraft technical log

The aircraft technical log can be either a paper or computer system or any combination of both methods acceptable to the NMAA.

No Change The aircraft technical log can be either a paper or computer system or any combinationof both methods acceptable to the NMAA.

In case of a computer system, it should contain programme safeguards against the ability of unauthorised personnel to alter the database.

Minor change In case of a computer system, it should contain program safeguards against the abilityof unauthorised personnel to alter the database.

GM M.A.306(c) Aircraft technical log (AUS)Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.

No Change

GM M.A.307 (b) Transfer of aircraft continuing airworthiness records (AUS) GM M.A.307 (b) Transfer of aircraft continuing airworthiness records (AUS)

This regulation is applicable when the derogation clause at DASR M.A.201(k) is being enacted.

No Change This regulation is applicable when the derogation clause at DASR M.A.201(k) is being enacted.

SUBPART D MAINTENANCE STANDARDS N/A N/ANOT APPLICABLE – See DASR 145 N/A N/ASUBPART E COMPONENTS N/A N/ANOT APPLICABLE – See DASR 145 N/A N/ASUBPART F MAINTENANCE ORGANISATION N/A N/ANOT APPLICABLE N/A N/A

SUBPART G CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

AMC M.A.702(a) Application (AUS) AMC M.A.702(a) ApplicationAn application should be made on a DASR Form 2—Application For DASR M 145 Approval.

Minor Change ‘On a form and in a manner established by the NMAA’ means that the applicationshould be made by using an DASR Form 2.

New text to align with EMAR The DASR Form 2 is valid for the application for DASR 145 and DASR M.A. Subpart Gorganisations. Organisations applying for both approvals may do so using a single DASRForm 2.AMC M.A.702(b) Application

New text to align with EMAR 1. Draft documents should be submitted at the earliest opportunity so that NMAAinvestigation of the application can begin. ‘Issue’ or ‘Change’ cannot be achieved untilthe NMAA is in possession of completed documents.

New text to align with EMAR 2. This information is required to enable the NMAA to conduct its investigation, toassess the volume of maintenance work necessary and the locations at which it will beaccomplished.

New text to align with EMAR3. The applicant should inform the NMAA where base and scheduled line maintenanceis to take place and give details of any contracted/tasked maintenance which is inaddition to that provided in response to DASR M.A.201(h)2 or DASR M.A.708(c).

New text to align with EMAR 4. At the time of application, arrangements should be in place for all base andscheduled line maintenance for an appropriate period of time, as acceptable to theNMAA. Further arrangements should be established in due course before themaintenance is due.

New text to align with EMAR Base maintenance contracts for high-life time checks may be based on one timecontracts/taskings, when the NMAA considers that this is compatible with the OperatingOrganisation’s fleet size.

GM M.A.702(b)(2) Application (AUS) GM M.A.702(b)(2) Application (AUS)

For clarification, the default Defence position is that the CAMO develops and controlsthe NMAA approved Aircraft Maintenance Programme (AMP) for the aircraft managed.

Additional EMAR content added from EMAR 708(b)(2) It is possible that the AMP will be provided to the CAMO for some aircraft types whilst

for other aircraft types the AMP is to be ‘developed and controlled’ by the CAMO. Thiswill be identified by the NMAA on a platform-by-platform basis. In these cases it ispossible that the CAMO’s responsibilities towards the ‘development and control’ of theAMP of the aircraft types for which it is responsible will differ. These differences are tobe clearly identified in the CAME.


The source EMAR also introduced the concept of the participating Member State (orsovereign nation) determining requirements levied on a CAMO in lieu of the NMAA. Thisconcept allows the military possibilities of the CAMO not producing the AMP – rather itmay be generated by another Government organisation.

No ChangeThe source EMAR also introduced the concept of the participating Member State (orsovereign nation) determining requirements levied on a CAMO in lieu of the NMAA. Thisconcept allows the military possibilities of the CAMO not producing the AMP – rather itmay be generated by another Government organisation.

DASR GM M.A.708(b)(2)(ii) provides clarification on amending the AMP. No Change DASR GM M.A.708(b)(2)(ii) provides clarification on amending the AMP.GM M.A.702(b)(3) Application (AUS) GM M.A.702(b)(3) Application (AUS)

The aircraft technical log may not be a physical document, rather it may be an electronicsystem. In this case, submitting the technical log may simply involve a description of thesystem, functionality and relevant user interface screen shots.

No ChangeThe aircraft technical log may not be a physical document, rather it may be an electronicsystem. In this case, submitting the technical log may simply involve a description of thesystem, functionality and relevant user interface screen shots.

GM M.A.703(a) Extent of approval (AUS) GM M.A.703(a) Extent of approval (AUS)

The approval would typically be granted concurrent with issue of the Military AirOperator Certificate (MAOC) issued by the NMAA, for the aircraft operated.

No ChangeThe approval would typically be granted concurrent with issue of the Military AirOperator Certificate (MAOC) issued by the NMAA, for the aircraft operated.

AMC M.A.702(b)5 ApplicationNew text to align with EMAR 1. Additional documentation may include, but not be limited to:New text to align with EMAR a. contract/tasking between the CAMO and other organisations in accordance with

AMC DASR M.A.201(h)1;New text to align with EMAR b. DASR M.A.201(k) contract/tasking between the Operating Organisation and the

CAMO.New text to align with EMAR 2. As only the technical parts of any contracts have to be acceptable to the NMAA,

those elements that address costs, warranty etc. are not required.

AMC M.A.704(a) Continuing airworthiness management exposition (AUS)Moved to AMC M.A.704

AMC M.A.704 Continuing Airworthiness Management Exposition (CAME)

1. The purpose of the continuing airworthiness management exposition is to set forththe procedures, means and methods of the M.A. Subpart G organisation. Compliancewith its contents will assure compliance with DASR M requirements.

Minor Change1. The purpose of the CAME is to set forth the procedures, means and methods of the CAMO. Compliance with its contents will assure compliance with DASR M requirements.

2. 'Anybody's DASR M Continuing Airworthiness Management Organisation Exposition'satisfies the regulatory requirements of a CAME and is the NMAA's preferred CAMEformat. The template is available from the relevant NMAA desk officer.

No Change2. 'Anybody's DASR M Continuing Airworthiness Management Organisation Exposition'satisfies the regulatory requirements of a CAME and is the NMAA's preferred CAMEformat. The template is available from the relevant NMAA desk officer.

3. If ''Anybody's DASR M Continuing Airworthiness Management OrganisationExposition' is not used, the NMAA should be engaged early in the process and the CAMEshould comprise:

No Change 3. If ''Anybody's DASR M Continuing Airworthiness Management OrganisationExposition' is not used, the NMAA should be engaged early in the process and the CAMEshould comprise:

Part 1 General organisation No Change Part 1 General organisationPart 2 Continuing airworthiness management No Change Part 2 Continuing airworthiness managementPart 3 Quality system No Change Part 3 Quality system

No ChangePart 4 Airworthiness review (if applicable) No Change Part 4 Airworthiness review (if applicable)4. Personnel should be familiar with those parts of the exposition that are relevant totheir tasks.

Minor change 4. Personnel should be familiar with those parts of the CAME that are relevant to theirtasks.

5. The M.A. Subpart G organisation should specify in the exposition who is responsiblefor the amendment of the document.

Minor change 5. The CAMO should specify in the CAME who is responsible for the amendment of thedocument.

6. Unless otherwise agreed by the NMAA, the person responsible for the managementof the quality system or for the organisational review should be responsible formonitoring and amending the exposition, including associated procedures manuals, andthe submission of proposed amendments to the NMAA. The NMAA may agree aprocedure, which will be stated in the amendment control section of the exposition,defining the class of amendments which can be incorporated without the prior consentof the NMAA.

Minor changeDeleted or for the organisational review 6. Unless otherwise agreed by the NMAA, the person responsible for the management

of the quality system should be responsible for monitoring and amending the CAME,including any associated procedures manuals, and the submission of proposedamendments to the NMAA. The NMAA may agree a procedure, which will be stated inthe amendment control section of the CAME, defining the class of amendments whichcan be incorporated without the prior consent of the NMAA.

7. The CAMO may use an electronic publication for the continuing airworthinessmanagement exposition. The continuing airworthiness management exposition shouldbe made available to the NMAA in a form acceptable to the NMAA. Attention should bepaid to the compatibility of electronic publication systems with the necessarydissemination of the continuing airworthiness management exposition, both internallyand externally.

Minor change

7. The CAMO may use Electronic Data Processing (EDP) for publication of the CAME.The CAME should be made available to the NMAA in a form acceptable to the NMAA.Attention should be paid to the compatibility of EDP publication systems with thenecessary dissemination of the CAME, both internally and externally.

8. Part 1 "General organisation" of the continuing airworthiness management exposition should include a corporate commitment by the M.A Subpart G organisation, signed bythe accountable manager confirming that the continuing airworthiness managementexposition and any associated manuals define the organisation compliance with DASR Mand will be complied with at all times.

Changed to align with EMAR8. Part 1 “General organisation” of the CAME should include a corporate commitmentby the CAMO, signed by the Accountable Manager, confirming that the CAME and anyassociated manuals define the organisation’s compliance with DASR M and will becomplied with at all times.

9. The accountable manager’s exposition statement should embrace the intent of thefollowing paragraph, and in fact this statement may be used without amendment. Anymodification to the statement should not alter the intent:

Minor change9. The Accountable Manager’s Exposition statement should embrace the intent of thefollowing paragraph, and this statement may be used without amendment. Anymodification to the statement should not alter the intent:

This exposition defines the organisation and procedures upon which the NMAA M.A. Subpart G continuing airworthiness management approval is based.

Minor changegreen to black

This exposition defines the organisation and procedures upon which the DASR M.A. Subpart G continuing airworthiness management approval is based.

These procedures are approved by the undersigned and should be complied with, as applicable, in order to ensure that all continuing airworthiness tasks of... (quote Operating Organisation’s name) ... fleet of aircraft and/or of all aircraft under contract in accordance with M.A.201 (h) with ... (quote Operating Organisation’s name) ... are carried out on time to an approved standard.

Minor changegreen to black These procedures are approved by the undersigned and should be complied with, as

applicable, in order to ensure that all continuing airworthiness tasks of... (quote Operating Organisation’s name) fleet of aircraft and/or of all aircraft under contract/tasking in accordance with DASR M.A.201(k) with ... (quote CAMO’s name) ... are carried out on time to an approved standard.

It is accepted that these procedures do not override the necessity of complying with any new or amended regulation published from time to time where these new or amended regulations are in conflict with these procedures.

No changeIt is accepted that these procedures do not override the necessity of complying with any new or amended regulation published from time to time where these new or amended regulations are in conflict with these procedures.

It is understood that the NMAA will approve this organisation whilst the NMAA is satisfied that the procedures are being followed and the work standard is maintained. It is understood that the NMAA reserves the right to suspend, vary or revoke the M.A. Subpart G continuing airworthiness management approval of the organisation or the military air operators certificate, as applicable, if the NMAA has evidence that the procedures are not followed and the standards not upheld.

No changeIt is understood that the (NMAA*) will approve this organisation whilst the (NMAA*) is satisfied that the procedures are being followed and the work standard is maintained. It is understood that the (NMAA*) reserves the right to suspend, limit or revoke the DASR M.A. Subpart G continuing airworthiness management approval of the organisation, if the (NMAA*) has evidence that the procedures are not followed and the standards not upheld.”

Signed.....................................No changegreen to black

Signed.....................................

Dated.....................................No changegreen to black

Dated.....................................

Accountable Manager and... (quote position)...No changegreen to black

Accountable Manager and......................... (quote position).......................................

For and on behalf of... (quote organisation’s name)... ’No changegreen to black

For and on behalf of.......................... (quote organisation’s name)............................

10. Whenever the accountable manager is changed it is important to ensure that thenew accountable manager signs the paragraph 9 statement at the earliest opportunityas part of the acceptance by the NMAA.

Minor Change 10. Whenever the Accountable Manager changes, it is important to ensure that thenew Accountable Manager signs the paragraph 9 statement at the earliest opportunityas part of the acceptance by the NMAA.

Failure to carry out this action invalidates the M.A. Subpart G continuing airworthiness management approval or the military air operators certificate.

Minor ChangeFailure to carry out this action could invalidate the DASR M.A. Subpart G continuing airworthiness management approval or the military air operators certificate.

11. The exposition should contain information as applicable, on how the continuingairworthiness management organisation complies with CDCCL instructions.

Minor Change11. The CAME should contain information as applicable, on how the CAMO complieswith CDCCL instructions.

GM M.A.704(a)(3) and GM M.A.704(a)(5) Continuing airworthiness management exposition (AUS)

GM M.A.704(a)(3) and GM M.A.704(a)(5) Continuing airworthiness management exposition (AUS)

The names of personnel satisfying this regulation can be located in a database ordocument separate to the CAME providing the database or document is referenced inthe CAME and the NMAA is notified of any changes to the person(s) in these positions.

No changeThe names of personnel satisfying this regulation can be located in a database ordocument separate to the CAME providing the database or document is referenced inthe CAME and the NMAA is notified of any changes to the person(s) in these positions.

GM M.A.704(a)(10) Continuing airworthiness management exposition (AUS) GM M.A.704(a)(10) Continuing airworthiness management exposition (AUS)

This includes organisations contracted/tasked to carry out continuing airworthinessmanagement tasks in accordance with DASR M.A.711(a)3.

No change This includes organisations contracted/tasked to carry out continuing airworthinessmanagement tasks in accordance with DASR M.A.711(a)3.

GM M.A.704(a)(11) Continuing airworthiness management exposition (AUS) GM M.A.704(a)(11) Continuing airworthiness management exposition (AUS)

This regulation is only applicable if DASR M.A.201(k) is enacted or if a CAMO providescontinuing airworthiness management services to another Operating Organisation.

No changeThis regulation is only applicable if DASR M.A.201(k) is enacted or if a CAMO providescontinuing airworthiness management services to another Operating Organisation.

GM M.A.704(c) Continuing airworthiness management exposition (AUS) GM M.A.704(c) Continuing airworthiness management exposition (AUS)

A significant change, in relation to a CAMO, means any of the following changes:No change

A significant change, in relation to a CAMO, means any of the following changes:

1. a change to the organisation’s name; No change 1. a change to the organisation’s name;2. a change to the organisations permanent place of business, including the addition ofa new facility;

No change 2. a change to the organisations permanent place of business, including the addition ofa new facility;

3. a change in the personnel holding a DASR M.A. Subpart G—Continuing AirworthinessManagement Organisation, nominated position including:

No change 3. a change in the personnel holding a DASR M.A. Subpart G—Continuing AirworthinessManagement Organisation, nominated position including:

a. the position of accountable manager in the organisation; or No change a. the position of accountable manager in the organisation; orb. the position of continuing airworthiness manager in the organisation; or No change b. the position of continuing airworthiness manager in the organisation; orc. the position of quality manager in the organisation; or No change c. the position of quality manager in the organisation; ord. the position of airworthiness review staff in the organisation; or No change d. the position of airworthiness review staff in the organisation; or

e. any of the positions of the nominated management team in the organisation; orNo change

e. any of the positions of the nominated management team in the organisation; or

f. the position of safety manager in the organisation; No change f. the position of safety manager in the organisation;4. a change to the aircraft types and models for which the CAMO provides continuingairworthiness services;

No change 4. a change to the aircraft types and models for which the CAMO provides continuingairworthiness services;

5. a change to the continuing airworthiness services provided by the CAMO, if thechange would require a change to the approval mentioned in the organisation’sapproval certificate;

No change 5. a change to the continuing airworthiness services provided by the CAMO, if thechange would require a change to the approval mentioned in the organisation’sapproval certificate;

6. a change to the organisation’s facilities, equipment, procedures or staff that couldadversely affect the organisation’s ability to provide CAMO services that it is approvedto provide.

No change 6. a change to the organisation’s facilities, equipment, procedures or staff that couldadversely affect the organisation’s ability to provide CAMO services that it is approvedto provide.

AMC M.A.705 Facilities AMC M.A.705 Facilities

Office accommodation should be such that the incumbents, whether they be continuingairworthiness management, planning, technical records or quality staff, can carry outtheir designated tasks in a manner that contributes to good standards.

Included additional EMAR text for a small CAMO Office accommodation should be such that the occupants, whether they be continuing

airworthiness management, planning, technical records or quality staff, can carry outtheir designated tasks in a manner that contributes to good standards. In a smallerCAMO, the approving NMAA may agree to these tasks being conducted from one officesubject to being satisfied that there is sufficient space and that each task can be carriedout without undue disturbance. Office accommodation should also include an adequatetechnical library and room for document consultation.

AMC M.A.706 Personnel requirements

1. The person or group of persons should represent the continuing airworthinessmanagement structure of the organisation and be responsible for all continuingairworthiness functions. Dependent on the size of the operation and the organisationalset-up, the continuing airworthiness functions may be divided under individualmanagers or combined in nearly any number of ways. However, the quality system is inplace it should be independent from the other functions.

Minor change1. The person or group of persons should represent the continuing airworthinessmanagement structure of the CAMO and be responsible for all continuing airworthinessfunctions. Dependent on the fleet activity and the organisational structure, thecontinuing airworthiness functions may be divided under individual managers orcombined in nearly any number of ways. However, the quality system should beindependent from the other functions.

2. The actual number of persons to be employed and their necessary qualifications isdependent upon the tasks to be performed and thus dependent on the size andcomplexity of the organisation (number of aircraft and the aircraft types, complexity ofthe aircraft and their age) and the amount and complexity of maintenance contracting.Consequently, the number of persons needed, and their qualifications may differ greatlyfrom one organisation to another and a simple formula covering the whole range ofpossibilities is not feasible.

Minor change2. The actual number of persons to be employed and their necessary qualifications isdependent upon the tasks to be performed and thus dependent on the size andcomplexity of the CAMO (e.g. number of aircraft and the aircraft types, complexity ofthe aircraft and their age, operational usage etc.) and the amount and complexity ofmaintenance contracting or tasking. Consequently the number of persons needed, andtheir qualifications, may differ greatly from one CAMO to another and a simple formulacovering the whole range of possibilities is not feasible.

3. To enable the NMAA to accept the number of persons and their qualifications, anorganisation should make an analysis of the tasks to be performed, the way in which itintends to divide and/or combine these tasks, indicate how it intends to assignresponsibilities and establish the number of man/hours and the qualifications needed toperform the tasks. With significant changes in the aspects relevant to the number andqualifications of persons needed, this analysis should be updated.

Minor change3. To enable the NMAA to accept the number of persons and their qualifications, aCAMO should make an analysis of the tasks to be performed, the way in which it intendsto divide and/or combine these tasks, indicate how it intends to assign responsibilitiesand establish the number of individuals/hours and the qualifications needed to performthe tasks. If there are any significant changes that will impact on the number of personsand their qualifications, this analysis should be updated.

Nominated person or group of persons should have:Incorporated from AMC M.A.706(c) Personnel requirements (AUS)

4. The nominated person or group of persons should have:

1. practical experience and expertise in the application of aviation safety standards andsafe operating practices;

Incorporated from AMC M.A.706(c)green to black

4.1. practical experience and expertise in the application of aviation safety standards and safe operating practices; and

2. a comprehensive knowledge of:Incorporated from AMC M.A.706(c)green to black

4.2. a comprehensive knowledge of:

a. relevant parts of operational requirements and procedures;Incorporated from AMC M.A.706(c)green to black

(a). relevant military operational requirements and procedures; and

b. the MAOC holder’s Operations Specifications when applicable; AUS unique text retained b. the MAOC holder’s Operations Specifications when applicable;

c. the need for, and content of, the relevant parts of the MAOC holder’s OperationsManual when applicable;


(c). the content of the relevant parts of the Operating Organisation’s Operations Manual(or national equivalent) when it impacts the continuing airworthiness of the aircraftoperated;

3. knowledge of quality systems;Incorporated from AMC M.A.706(c)green to black

4.3. knowledge of quality systems; and

4. five years relevant work experience of which at least two years should be from theaeronautical industry in an appropriate position;


4.4. five years of relevant experience of which at least two years should be within theaviation environment in a position considered appropriate by the NMAA; and

5. a relevant engineering degree or an aircraft maintenance technician qualification withadditional education acceptable to the NMAA. ‘relevant engineering degree’ means anengineering degree from aeronautical, mechanical, electrical, electronic, avionic orother studies relevant to the maintenance and continuing airworthiness ofaircraft/aircraft components;

Incorporated from AMC M.A.706(c)green to blackAUS unique last sentence retained

4.5. a relevant engineering degree or an aircraft maintenance technician qualificationwith additional education acceptable to the NMAA. ‘Relevant engineering degree’means an engineering degree from aeronautical, mechanical, electrical, electronic,avionic or other studies relevant to the maintenance and continuing airworthiness ofaircraft/aircraft components;

6. The above recommendation may be replaced by five years of experience additional tothose already recommended by paragraph 4 above. These five years should cover anappropriate combination of experience in tasks related to aircraft maintenance and/orcontinuing airworthiness management (engineering) and/or surveillance of such tasks.

Incorporated from AMC M.A.706(c)green to black The above recommendation may be replaced by 5 years of experience additional to

those already recommended by paragraph 4.4 above. These 5 years should cover anappropriate combination of experience in tasks related to aircraft maintenance and/orcontinuing airworthiness management (engineering) and/or surveillance of such tasks.

8. thorough knowledge with the organisation’s continuing airworthiness managementexposition;


4.6. thorough knowledge of the CAME; and

9. knowledge of a relevant sample of the type(s) of aircraft gained through a formalisedtraining course. These courses should be at least at a level equivalent to GeneralFamiliarisation and could be imparted by a DASR 147 organisation, by the manufacturer,or by any other organisation accepted by the NMAA.

Incorporated from AMC M.A.706(c)green to black 4.7. knowledge of a relevant sample of the type(s) of aircraft gained through a

formalised training course(s). These course(s) should be at least at a level equivalent toDASR 66 Appendix III Level 1 familiarisation and could be imparted by an DASR 147Maintenance Training Organisation (MTO), by the manufacturer, or by any otherorganisation accepted by the NMAA;

"Relevant sample" means that these courses should cover typical systems embodied in those aircraft being within the scope of approval.


“Relevant sample” means that these courses should cover typical systems embodied inthose aircraft being within the scope of CAMO’s approval.

10. knowledge of maintenance methods.Incorporated from AMC M.A.706(c)green to black

4.8. knowledge of maintenance methods; and

knowledge of applicable regulationsIncorporated from AMC M.A.706(c)green to black

4.9. knowledge of applicable regulations.

7. Chartered Professional Engineer (CPEng), Chartered Engineering Technologist (CEngT)or Chartered Engineering Associate (CEngA) status with the Institute of EngineersAustralia or equivalent.

Incorporated from AMC M.A.706(c) 4.10. Chartered Professional Engineer (CPEng), Chartered Engineering Technologist(CEngT) or Chartered Engineering Associate (CEngA) status with the Institute ofEngineers Australia or equivalent.

4. Nominated Deputy Management Personnel. A nominated deputy is a person whomay be appointed as an alternate to the nominated person, when the incumbentnominated person is absent for a period of time. To ensure clear lines of responsibility,the nominated deputy is required to assume all responsibilities when formallyappointed in the absence of the incumbent nominated person. As a result, thenominated deputy is required to satisfy the same qualification experience andknowledge requirements as the incumbent per the relevant AMC and is to be approvedby the NMAA. This approval can either be through the CAME or on a Form 4 dependingif the nominated person’s position requires a Form 4 approval per the table below.

change in para number5. Nominated Deputy Management Personnel. A nominated deputy is a person whomay be appointed as an alternate to the nominated person, when the incumbentnominated person is absent for a period of time. To ensure clear lines of responsibility,the nominated deputy is required to assume all responsibilities when formallyappointed in the absence of the incumbent nominated person. As a result, thenominated deputy is required to satisfy the same qualification experience andknowledge requirements as the incumbent per the relevant AMC and is to be approvedby the NMAA. This approval can either be through the CAME or on a Form 4 dependingif the nominated person’s position requires a Form 4 approval per the table below.

5. There can only be one person fulfilling the role of the nominated position at anysingle point in time. When designating a nominated deputy to fulfil the role of thenominated position, it should be clearly articulated and promulgated when theincumbent relinquishes responsibility of the position and a nominated deputy assumesresponsibility as the nominated person and for what period.

change in para number6. There can only be one person fulfilling the role of the nominated position at anysingle point in time. When designating a nominated deputy to fulfil the role of thenominated position, it should be clearly articulated and promulgated when theincumbent relinquishes responsibility of the position and a nominated deputy assumesresponsibility as the nominated person and for what period.

6. Note, a deputy Accountable Manager or deputy nominated person is not intended toreplace the nominated person for an indefinite period of time. This particularly applieswhen the Accountable Manager or a nominated person leaves the CAMO; in such a casethe new nominated person is to be appointed within a reasonable period of time asagreed by the NMAA.

change in para number 7. Note, a deputy Accountable Manager or deputy nominated person is not intended toreplace the nominated person for an indefinite period of time. This particularly applieswhen the Accountable Manager or a nominated person leaves the CAMO; in such a casethe new nominated person is to be appointed within a reasonable period of time asagreed by the NMAA.

7. Where a nominated position requires a Form 4 approval, and the nominated personhas not nominated an alternate person to be their deputy in the regulatory intent, thenominated person may still task a person or group of persons without a Form 4 approvalto fulfil the duties of the nominated person, however the nominated person retainsresponsibility for all functions performed.

change in para number8. Where a nominated position requires a Form 4 approval, and the nominated personhas not nominated an alternate person to be their deputy in the regulatory intent, thenominated person may still task a person or group of persons without a Form 4 approvalto fulfil the duties of the nominated person, however the nominated person retainsresponsibility for all functions performed.

8. Management Personnel Requiring a Form 4. The following table summarises whena DASR Form 4—Acceptance Of Nominated Management Personnel, is required in orderfor the management personnel to be approved by the NMAA.

change in para number9. Management Personnel Requiring a Form 4. The following table summarises when a DASR Form 4—Acceptance Of Nominated Management Personnel, is required in order for the management personnel to be approved by the NMAA.

CHART - Management Personnel Requiring a Form 4. no change CHART - Management Personnel Requiring a Form 4.AMC M.A.706(a) Personnel requirements

Accountable manager is normally intended to mean the chief executive officer of the continuing airworthiness management organisation approved under M.A. Subpart G, who by virtue of position has overall responsibility for running the organisation. The accountable manager may be the accountable manager for more than one organisation and is not required to be knowledgeable on technical matters. When the accountable manager is not the chief executive officer, the NMAA will need to be assured that such an accountable manager has direct access to the chief executive officer and has a sufficiency of continuing airworthiness resourcing allocation. The accountable manager for the CAMO should also be the accountable manager for the military air operator's certificate (MAOC) holder to ensure that all the operations of the Operating Organisation can be resourced and carried out to the standard required for the issue of a MAOC.

minor. Adopted EMAR AMC and AUS unique text retained Accountable Manager is normally intended to mean the Chief Executive Officer or a

senior military commander of the CAMO approved under DASR M.A. Subpart G, who byvirtue of position has overall (including in particular resource allocation) responsibilityfor running the organisation. The Accountable Manager may be the AccountableManager for more than one organisation and is not required to be knowledgeable ontechnical matters as the CAME defines the continuing airworthiness standards. Whenthe Accountable Manager is not the Chief Executive Officer or senior militarycommander, the NMAA will need to be assured that such an Accountable Manager hasdirect access to the Chief Executive Officer or senior military commander and has asufficiency of ‘continuing airworthiness resources’ allocation. The accountable managerfor the CAMO should also be the accountable manager for the military air operator'scertificate (MAOC) holder to ensure that all the operations of the OperatingOrganisation can be resourced and carried out to the standard required for the issue ofa MAOC.

AMC M.A.706(c) Personnel requirements (AUS)Moved to AMC M.A.706 Personnel requirement to Align with EMAR

NOMINATED PERSON OR GROUP OF PERSONSMoved to AMC M.A.706 Personnel requirement to Align with EMAR

Nominated person or group of persons should have:Moved to AMC M.A.706 Personnel requirement to Align with EMAR

1. practical experience and expertise in the application of aviation safety standards andsafe operating practices;

Moved to AMC M.A.706 Personnel requirement to Align with EMAR

2. a comprehensive knowledge of:Moved to AMC M.A.706 Personnel requirement to Align with EMAR

a. relevant parts of operational requirements and procedures;Moved to AMC M.A.706 Personnel requirement to Align with EMAR

b. the MAOC holder’s Operations Specifications when applicable;Moved to AMC M.A.706 Personnel requirement to Align with EMAR

c. the need for, and content of, the relevant parts of the MAOC holder’s OperationsManual when applicable;


3. knowledge of quality systems;Moved to AMC M.A.706 Personnel requirement to Align with EMAR

4. five years relevant work experience of which at least two years should be from theaeronautical industry in an appropriate position;






7. Chartered Professional Engineer (CPEng), Chartered Engineering Technologist (CEngT)or Chartered Engineering Associate (CEngA) status with the Institute of EngineersAustralia or equivalent.








10. knowledge of maintenance methods.Moved to AMC M.A.706 Personnel requirement to Align with EMAR

knowledge of applicable regulationsMoved to AMC M.A.706 Personnel requirement to Align with EMAR

AMC M.A.706(d) Personnel requirements (AUS) no change AMC M.A.706(d) Personnel requirements (AUS)

The Continuing Airworthiness Manager (CAM) and the nominated deputy require formal acceptance by the NMAA which is granted through the corresponding DASR Form 4—Acceptance Of Nominated Management Personnel.

no changeThe Continuing Airworthiness Manager (CAM) and the nominated deputy require formal acceptance by the NMAA which is granted through the corresponding DASR Form 4—Acceptance Of Nominated Management Personnel.

The Continuing Airworthiness Manager (CAM) should have: no change The Continuing Airworthiness Manager (CAM) should have:1. practical experience and expertise in the application of aviation safety standards andsafe operating practices;

no change 1. practical experience and expertise in the application of aviation safety standards andsafe operating practices;

2. a comprehensive knowledge of: no change 2. a comprehensive knowledge of:a. relevant parts of operational requirements and procedures; no change a. relevant parts of operational requirements and procedures;b. the MAOC holder’s Operations Specifications when applicable; no change b. the MAOC holder’s Operations Specifications when applicable;c. the need for, and content of, the relevant parts of the MAOC holder’s OperationsManual when applicable;

no change c. the need for, and content of, the relevant parts of the MAOC holder’s OperationsManual when applicable;

3. knowledge of quality systems; no change 3. knowledge of quality systems;4. five years relevant work experience of which at least two years should be from theaeronautical industry in an appropriate position;

no change 4. five years relevant work experience of which at least two years should be from theaeronautical industry in an appropriate position;


no change 5. a relevant engineering degree or an aircraft maintenance technician qualification withadditional education acceptable to the NMAA. ‘relevant engineering degree’ means anengineering degree from aeronautical, mechanical, electrical, electronic, avionic orother studies relevant to the maintenance and continuing airworthiness ofaircraft/aircraft components;


no change6. The above recommendation may be replaced by five years of experience additional tothose already recommended by paragraph 4 above. These five years should cover anappropriate combination of experience in tasks related to aircraft maintenance and/orcontinuing airworthiness management (engineering) and/or surveillance of such tasks.

7. Chartered Professional Engineer (CPEng), Chartered Engineering Technologist (CEngT)or Chartered Engineering Associate (CEngA) status with the Institute of EngineersAustralia or equivalent. Additionally, the Continuing Airworthiness Manager (CAM)requires Engineering Executive (EngExec) status with the Institute of Engineers Australiaor equivalent;

no change 7. Chartered Professional Engineer (CPEng), Chartered Engineering Technologist (CEngT)or Chartered Engineering Associate (CEngA) status with the Institute of EngineersAustralia or equivalent. Additionally, the Continuing Airworthiness Manager (CAM)requires Engineering Executive (EngExec) status with the Institute of Engineers Australiaor equivalent;


no change 8. thorough knowledge with the organisation’s continuing airworthiness managementexposition;


no change9. knowledge of a relevant sample of the type(s) of aircraft gained through a formalisedtraining course. These courses should be at least at a level equivalent to GeneralFamiliarisation and could be imparted by a DASR 147 organisation, by the manufacturer,or by any other organisation accepted by the NMAA.


no change "Relevant sample" means that these courses should cover typical systems embodied in those aircraft being within the scope of approval.

10. knowledge of maintenance methods. no change 10. knowledge of maintenance methods.11. knowledge of applicable regulations no change 11. knowledge of applicable regulationsAMC M.A.706(e) Personnel requirements

1. The NMAA should only accept that the continuing airworthiness manager beemployed by the organisation approved under DASR 145 when it is manifest that he/sheis the only available competent person in a position to exercise this function, within apractical working distance from the CAMO's offices.

minor. Formatting1. The NMAA may accept that the Continuing Airworthiness Manager referred to inparagraph (d) is also part of an DASR 145 AMO being contracted/tasked by theOperating Organisation in the case where the individual has military command andcontrol responsibilities over both organisations (e.g. a military Commanding Officer withresponsibility for both organisations on an airbase).

2. This paragraph only applies to contracted maintenance and therefore does not affectsituations where the organisation approved under DASR 145 and the OperatingOrganisation are the same organisation.

minor. Formatting 2. This paragraph only applies to contracted/tasked maintenance and therefore doesnot affect situations where the organisation approved under DASR 145 and theOperating Organisation are the same organisation.

GM M.A.706(e) Personnel requirements (AUS)This situation is not expected in Defence. Retained to maintain consistency with othercountries adopting EMAR.

no change

AMC M.A.706(f) Personnel requirements no change AMC M.A.706(f) Personnel requirementsADDITIONAL TRAINING retain formatting ADDITIONAL TRAINING

Additional training in fuel tank safety as well as associated inspection standards andmaintenance procedures should be required of continuing airworthiness managementorganisations’ technical personnel, especially the staff involved with the management ofCDCCL, Service Bulletin assessment, work planning and maintenance programmemanagement. Further guidance will be provided in upcoming amendments.

minor. FormattingAdditional training in fuel tank safety as well as associated inspection standards andmaintenance procedures should be required of continuing airworthiness managementorganisations’ technical personnel, especially the staff involved with the management ofCDCCL (if applicable), Service Bulletin assessment, work planning and maintenanceprogramme management. Further guidance is provided for training of CAMO’scontinuing airworthiness personnel in Appendix IV to DASR AMC 145.A.30(e).

QUALITY MANAGER (QM) no change QUALITY MANAGER (QM)1. The Quality Manager requires formal acceptance by the NMAA which is grantedthrough the corresponding DASR Form 4.

no change 1. The Quality Manager requires formal acceptance by the NMAA which is grantedthrough the corresponding DASR Form 4.

Qualifications: no change Qualifications:2. Formal qualification in Quality. Such as a Diploma in Quality Auditing issued by anAustralian registered training organisation (RTO) or other comparable qualificationacceptable to the NMAA.

no change 2. Formal qualification in Quality. Such as a Diploma in Quality Auditing issued by anAustralian registered training organisation (RTO) or other comparable qualificationacceptable to the NMAA.

Experience: no change Experience:3. At least five years of Aviation experience including: no change 3. At least five years of Aviation experience including:a. Two years experience as staff of DASA or an organisation holding a OrganisationalApproval (excluding 147), under DASR, CASA, EMAR, EASA or other acceptable to theNMAA, and

no change a. Two years experience as staff of DASA or an organisation holding a OrganisationalApproval (excluding 147), under DASR, CASA, EMAR, EASA or other acceptable to theNMAA, and

b. Three years experience in aviation quality management. no change b. Three years experience in aviation quality management.MAINTENANCE PROGRAMME APPROVAL EMPLOYEE (MPAE) no change MAINTENANCE PROGRAMME APPROVAL EMPLOYEE (MPAE)1. A CAMO seeking an Aircraft Maintenance Programme privilege under DASR M.A.711(d) that includes an indirect approval process may use maintenance program approval employees to approve aircraft maintenance programs, or variations to an approved maintenance program.

no change 1. A CAMO seeking an Aircraft Maintenance Programme privilege under DASR M.A.711(d) that includes an indirect approval process may use maintenance program approval employees to approve aircraft maintenance programs, or variations to an approved maintenance program.

2. If used, maintenance program approval employees should be authorised by theCAMO, in writing, to approve a maintenance program and/or variations to amaintenance program on behalf of the CAMO.

no change 2. If used, maintenance program approval employees should be authorised by theCAMO, in writing, to approve a maintenance program and/or variations to amaintenance program on behalf of the CAMO.

3. An MPAE authorisation should include the following information: no change 3. An MPAE authorisation should include the following information:a. name of the employee; no change a. name of the employee;b. an authorisation reference number and date; no change b. an authorisation reference number and date;c. the type and model of aircraft for which the authorisation is given; no change c. the type and model of aircraft for which the authorisation is given;d. the scope and the limitations of the authorisation; no change d. the scope and the limitations of the authorisation;e. the duration (if applicable) of the authorisation. no change e. the duration (if applicable) of the authorisation.Qualifications no change Qualifications4. The maintenance program approval employee should: no change 4. The maintenance program approval employee should:

a. hold, or have held, an aircraft maintenance licence in category B1, B2 or C; orno change

a. hold, or have held, an aircraft maintenance licence in category B1, B2 or C; or

b. hold, or have held, a licence that is equivalent to a licence in category B1, B2 or C; orno change

b. hold, or have held, a licence that is equivalent to a licence in category B1, B2 or C; or

c. have a qualification in aircraft maintenance at least at Certificate IV level; orno change

c. have a qualification in aircraft maintenance at least at Certificate IV level; or

d. have a qualification in aviation maintenance management at least at diploma level; orno change

d. have a qualification in aviation maintenance management at least at diploma level; or

e. have an engineering qualification at least at diploma level in any of the followingdisciplines:

no change e. have an engineering qualification at least at diploma level in any of the followingdisciplines:

i. aeronautical; no change i. aeronautical;ii. avionics; no change ii. avionics;iii. mechanical; no change iii. mechanical;iv. electrical; no change iv. electrical;v. electronics. no change v. electronics.Experience no change Experience5. The maintenance program approval employee should have at least three yearsexperience in the development and management of a maintenance program for aircraftthat are the same, or of a similar type, as the aircraft for which the employee isauthorised.

no change 5. The maintenance program approval employee should have at least three yearsexperience in the development and management of a maintenance program for aircraftthat are the same, or of a similar type, as the aircraft for which the employee isauthorised.

Knowledge no change Knowledge6. The maintenance program approval employee should have a comprehensiveknowledge of the following:

no change 6. The maintenance program approval employee should have a comprehensiveknowledge of the following:

a. the regulations and standards applicable to the maintenance program for the aircraftfor which the employee is authorised;

no change a. the regulations and standards applicable to the maintenance program for the aircraftfor which the employee is authorised;

b. maintenance requirements related to operational approvals, if applicable; no change b. maintenance requirements related to operational approvals, if applicable;

c. the regulations and standards applicable to aircraft reliability programs, if applicable;no change

c. the regulations and standards applicable to aircraft reliability programs, if applicable;

d. regular maintenance requirements included in the instruction for continuingairworthiness for the aircraft for which the employee is authorised.

no changed. regular maintenance requirements included in the instruction for continuingairworthiness for the aircraft for which the employee is authorised.

7. The maintenance program approval employee should have knowledge of thespecifications and standards that have been used by the type certificate holder todevelop regular maintenance requirements for the aircraft for which the employee isauthorised.

no change 7. The maintenance program approval employee should have knowledge of thespecifications and standards that have been used by the type certificate holder todevelop regular maintenance requirements for the aircraft for which the employee isauthorised.

8. The maintenance program approval employee should have satisfactory knowledge ofthe following for the aircraft for which the employee is authorised:

no change8. The maintenance program approval employee should have satisfactory knowledge ofthe following for the aircraft for which the employee is authorised:

a. the aircraft’s certification basis; no change a. the aircraft’s certification basis;b. an overview understanding of the aircraft’s structure and systems, including thepropulsion system.

no change b. an overview understanding of the aircraft’s structure and systems, including thepropulsion system.

GM M.A.706(h) Personnel requirements (AUS) GM M.A.706(h) Personnel requirements (AUS)MAINTENANCE PROGRAMME APPROVAL EMPLOYEE RECORDS no change MAINTENANCE PROGRAMME APPROVAL EMPLOYEE RECORDS

If a CAMO uses Maintenance Programme Approval Employee (MPAE) in accordancewith DASR AMC M.A.706(f), MPAE records should be maintained that include details ofany appropriate qualification held together with a summary of relevant experience andknowledge and a copy of the authorisation. This record should be retained until twoyears after the MPAE have left the CAMO.

no changeIf a CAMO uses Maintenance Programme Approval Employee (MPAE) in accordancewith DASR AMC M.A.706(f), MPAE records should be maintained that include details ofany appropriate qualification held together with a summary of relevant experience andknowledge and a copy of the authorisation. This record should be retained until twoyears after the MPAE have left the CAMO.

AMC M.A.706(i) Personnel requirements no change AMC M.A.706(i) Personnel requirements

The approval by the NMAA of the exposition, containing in DASR M.A.704(a)(3) the list of M.A.706(i) personnel, constitutes their formal acceptance by the NMAA and also their formal authorisation by the organisation.

minor. FormattingThe approval by the NMAA of the CAME, containing the list of DASR M.A.706(i)personnel, constitutes formal acceptance by the NMAA and their formal authorisationby the CAMO.

Airworthiness review staff are automatically recognised as persons with authority to extend an airworthiness review certificate in accordance with DASR M.A.711(a)(4) and DASR M.A.901(c)(2).

minor. FormattingNominated airworthiness review staff who are accepted by the NMAA are automaticallyrecognised as persons with authority to extend a Military Airworthiness ReviewCertificate in accordance with DASR M.A.711(a)4 and DASR M.A.901(c)2.

GM M.A.706(i) Personnel requirements (AUS) minor. AUS unique text retained GM M.A.706(i) Personnel requirements (AUS)

Note requirements detailed in DASR M.A.707(b) for MARC staff.minor. AUS unique text retained reference

Note requirements detailed in DASR M.A.707(b) for MARC staff.AMC M.A.706(k) Personnel requirements no change AMC M.A.706(k) Personnel requirementsAdequate initial and recurrent training should be provided and recorded to ensure continued competence.

no change Adequate initial and recurrent training should be provided and recorded to ensurecontinued competence.

AMC M.A.707(a) Airworthiness review staff no change AMC M.A.707(a) Airworthiness review staff

1. Airworthiness review staff are only required if the DASR M.A. Subpart G organisation wants to be granted DASR M.A.711(b) airworthiness review privilege.

minor. Formatting1. Airworthiness review staff are only required if the CAMO wants to be granted DASRM.A.711 (b) airworthiness review privileges.

Para 5 - moved to AMC M.A.707(a)1(d)

no change. Retain EMAR AMC that was GM M.A.707(a)(1)(i) Airworthiness review staff (AUS)

2. “experience in continuing airworthiness” means any appropriate combination ofexperience in tasks related to aircraft maintenance and/or continuing airworthinessmanagement (engineering) and/or surveillance of such tasks.

1. A person qualified to the DASR AMC M.A.706(c) paragraph 5 should be considered as holding the equivalent to an aeronautical degree.

minor. adopted EMAR AMC - no change to intent

3. A person qualified to the DASR AMC M.A.706(c) paragraph 4.5 should be consideredas holding the equivalent to an aeronautical degree.

2. An appropriate licence in compliance with DASR 66 is any one of the following:minor. Formatting

4. An appropriate MAML in compliance with DASR 66 is any one of the following:

a category B1 licence in the subcategory of the aircraft reviewed, orminor. formattinggreen to black

- a category B1 licence in the subcategory of the aircraft reviewed, or

a category B2 or C licenceminor. formattinggreen to black

- a category B2 or C licence.

It is not necessary to satisfy the experience requirements of DASR 66 at the time of thereview.

minor. formattinggreen to black

It is not necessary to satisfy the experience requirements of DASR 66.A.20(b)(2) at thetime of the review.

3. A 'national equivalent' to DASR 66 licence is defined in DASR 145.A.30—Personnel requirements.

no change. Note: A 'national equivalent' to DASR 66 licence is defined in DASR 145.A.30—Personnel requirements.

1. To hold a position with appropriate responsibilities means the airworthiness reviewstaff should have a position in the organisation independent from the airworthinessmanagement process or with overall authority on the airworthiness managementprocess of complete aircraft.


5. To hold a position with appropriate responsibilities means the airworthiness reviewstaff should have a position in the CAMO independent from the airworthinessmanagement process or with overall authority on the airworthiness managementprocess of complete aircraft.

a. Independence from the airworthiness management process may be achieved, amongother ways, by:


Independence from the airworthiness management process may be achieved, amongother ways, by:

i. Being authorised to perform airworthiness reviews only on aircraft for which the person has not participated in their management. For example, performing airworthiness reviews on a specific model line, while being involved in the airworthiness management of a different model line.


· Being authorised to perform airworthiness reviews only on aircraft for which theperson has not participated in their management. For example, performingairworthiness reviews on a specific type or series, while being involved in theairworthiness management of a different type or series.

ii. Operating Organisations with DASR 145 approval, may nominate maintenance personnel from their DASR 145 organisation as airworthiness review staff, as long as they are not involved in the airworthiness management of the aircraft. These personnel should not have been involved in the release to service of that particular aircraft (other than maintenance tasks performed during the physical survey of the aircraft or performed as a result of findings discovered during such physical survey) to avoid possible conflict of interests.

minor. formattinggreen to black · CAMOs that are part of an Operating Organisation that also has an DASR 145

approval, may nominate maintenance personnel from their DASR 145 organisation asairworthiness review staff, as long as they are not involved in the airworthinessmanagement of the aircraft. These personnel should not have been involved in therelease to service of that particular aircraft (other than maintenance tasks performedduring the physical survey of the aircraft or performed as a result of findings discoveredduring such physical survey) to avoid possible conflict of interests.

iii. Nominating as airworthiness review staff personnel from the Quality section of the continuing airworthiness management organisation.


· Nominating as airworthiness review staff personnel from the Quality Departmentof the CAMO.

minor. adopted EMAR AMC · Contracting/tasking staff from another organisation.b. Overall authority on the airworthiness management process of complete aircraft maybe achieved, among other ways, by:


Overall authority on the airworthiness management process of complete aircraft may be achieved, among other ways, by:

i. Nominating as airworthiness review staff the Accountable Manager or the appropriate Responsible Manager.


· Nominating as airworthiness review staff the Accountable Manager or theContinuing Airworthiness Manager.

ii. Being authorised to perform airworthiness reviews only on those particular aircraft for which the person is responsible for the complete continuing airworthiness management process.


· Being authorised to perform airworthiness reviews only on those particularaircraft for which the person is responsible for the complete continuing airworthinessmanagement process.

GM M.A.707(a)(1)(i) Airworthiness review staff (AUS)

"experience in continuing airworthiness" means any appropriate combination ofexperience in tasks related to aircraft maintenance and/or continuing airworthinessmanagement (engineering) and/or surveillance of such tasks.

deleted AUS GMincluded in EMAR AMC 707(a)para 2.

GM M.A.707(a)(1)(ii) Airworthiness review staff (AUS) Relocated to AMC 707(a)AMC M.A.707(a)(1)(iii) Airworthiness review staff (AUS) minor. Formatting AMC M.A.707(a)(1) (iii) Airworthiness review staff1. Formal aeronautical maintenance training means training (internal or external)supported by evidence on the following subjects:


Formal aeronautical maintenance training means training (internal or external)supported by evidence on the following subjects:

Relevant parts of initial and continuing airworthiness regulations.minor. formattinggreen to black

· relevant parts of initial and continuing airworthiness regulations; and

Relevant parts of operational requirements and procedures, if applicable.minor. formattinggreen to black

· relevant parts of operational requirements and procedures, if applicable; and

The organisation’s continuing airworthiness management exposition.minor. formattinggreen to black

· the CAME; and

Knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These courses should be at least at a level equivalent to General Familiarisation and could be imparted by a DASR 147 organisation, by the manufacturer, or by any other organisation accepted by the NMAA. "Relevant sample" means that these courses should cover typical systems embodied in those aircraft being within the scope of approval


· knowledge of a relevant sample of the type(s) of aircraft gained through aformalised training course. These courses should be at least at a level equivalent toDASR 66 Appendix III Level 1 General Familiarisation and could be imparted by an DASR147 MTO, by the manufacturer, or by any other organisation accepted by the NMAA;

no change. This sentence incorporated above

Maintenance methods.minor. formattinggreen to black

· maintenance methods; and

Knowledge of the aircraft's certification basis no change Knowledge of the aircraft's certification basis

AMC M.A.707(a)(1)(iv) Airworthiness review staff (AUS) relocated to AMC M.A.707(a) relocated to AMC M.A.707(a)

GM M.A.707(a)(1)(iv) Airworthiness review staff (AUS) AUS unique text retained GM M.A.707(a)(1)(iv) Airworthiness review staff (AUS)The airworthiness review staff can be 'dual hatted' with other continuing airworthinessmanagement responsibilities within the CAMO.

AUS unique text retained The airworthiness review staff can be 'dual hatted' with other continuing airworthinessmanagement responsibilities within the CAMO.

AMC M.A.707(b) Airworthiness review staff no change AMC M.A.707(b) Airworthiness review staffThe formal acceptance by the NMAA of the airworthiness review staff is granted through the corresponding DASR Form 4—Acceptance Of Nominated Management Personnel.

minor. FormattingThe formal acceptance by the NMAA of the airworthiness review staff is grantedthrough the corresponding DASR Form 4.

An airworthiness review "under supervision" means under the supervision of the NMAA. If the organisation has already properly authorised airworthiness review staff, the NMAA may accept that the supervision be performed by the existing airworthiness review staff in accordance with an approved procedure. In such case, evidence of the airworthiness review performed under supervision should be provided to the NMAA together with the DASR Form 4. If satisfied, the NMAA will issue the formal acceptance through the DASR Form 4.

minor. FormattingAn airworthiness review “under supervision” means under the supervision of theNMAA. If the CAMO has already properly authorised airworthiness review staff, theNMAA may accept that the supervision be performed by these existing airworthinessreview staff in accordance with an approved procedure. In such cases, evidence of theairworthiness review performed under supervision should be provided to the NMAAtogether with the DASR Form 4. If satisfied, the NMAA will issue the formal acceptancethrough the DASR Form 4.

Once the airworthiness review staff has been accepted by the NMAA, the inclusion of their name in the exposition (see DASR M.A.704(a)5) constitutes the formal authorisation by the organisation.

minor. Formatting Once the airworthiness review staff have been accepted by the NMAA, the inclusion oftheir name in the CAME (refer to DASR M.A.704(a)5) constitutes the formalauthorisation by the CAMO.

AMC M.A.707(c) Airworthiness review staff no change AMC M.A.707(c) Airworthiness review staffIn order to keep the validity of the airworthiness review staff authorisation, the airworthiness review staff should have either:

minor. Formatting In order to keep their authorisations valid, the airworthiness review staff should haveeither:

been involved in continuing airworthiness management activities for at least six monthsin every two year period, or

no change · been involved in continuing airworthiness management activities for at least six months in every two year period; or

conducted at least one airworthiness review in the last twelve month period.no change

· conducted at least one airworthiness review in the last twelve month period.

In order to restore the validity of the authorisation, the airworthiness review staff should conduct at a satisfactory level an airworthiness review under the supervision of the NMAA or, if accepted by the NMAA, under the supervision of another currently valid authorised airworthiness review staff of the concerned continuing airworthiness management organisation in accordance with an approved procedure.

minor. FormattingIn order to restore the validity of the authorisation, the airworthiness review staffshould conduct at a satisfactory level an airworthiness review under the supervision ofthe NMAA or, if accepted by the NMAA, under the supervision of another currently validauthorised airworthiness review staff of the CAMO in accordance with an approvedprocedure.

AMC M.A.707(e) Airworthiness review staff no change AMC M.A.707(e) Airworthiness review staffThe minimum content of the airworthiness review staff record should be: no change The minimum content of the airworthiness review staff record should be:Name, no change - Name,

minor. adopted EMAR AMC to include Rank/Grade and Service Number (if applicable)

- Rank/Grade and Service Number (if applicable)

Date of Birth, no change - Date of Birth,Basic Education, no change - Basic Education,Experience, no change - Experience,

Aeronautical Degree and/or DASR 66 qualification and/or DASR 145 national equivalentmaintenance personnel qualification,

minor. Formatting - Aeronautical Degree and/or DASR 66 qualification and/or nationally recognised maintenance personnel qualification,

Initial Training received, no change - Initial Training received,Type of Training received, no change - Type Training received,Continuation Training received, no change - Continuation Training received,Experience in continuing airworthiness and within the organisation, no change - Experience in continuing airworthiness and within the organisation,Responsibilities of current role in the organisation, no change - Responsibilities of current role in the organisation,

Copy of the authorisation.minor. adopted EMAR AMC extra details - Copy of the authorisation (to include scope, date of first issue, expiry date, and

identification number if applicable),minor. adopted EMAR AMC extra details requiring 'security clearance if applicable' - Security clearance (where applicable).

GM M.A.707(e) Airworthiness review staff (AUS) GM M.A.707(e) Airworthiness review staff (AUS)Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.

AUS unique text retained Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.

GM M.A.708(b) Continuing airworthiness management (AUS) GM M.A.708(b) Continuing airworthiness management (AUS)NOTE: AUS unique text retained NOTE: Appendix II to AMC M.A.201(h)1 contains details on subcontracting/tasking continuingairworthiness management tasks.

AUS unique text retained Appendix II to AMC M.A.201(h)1 contains details on subcontracting/tasking continuing airworthiness management tasks.

GM M.A.708(b)(2) Continuing airworthiness management (AUS) GM M.A.708(b)(2) Continuing airworthiness management


EMAR GM adopted retain the AUS existing GM It is possible that the AMP will be provided to the CAMO for some aircraft types whilst

for other aircraft types the AMP is to be ‘developed and controlled’ by the CAMO. Thiswill be identified by the NMAA on a platform-by-platform basis. In these cases it ispossible that the CAMO’s responsibilities towards the ‘development and control’ of theAMP of the aircraft types for which it is responsible will differ. These differences are tobe clearly identified in the CAME.

For clarification, the default Defence position is that the CAMO 'develops and controls'the NMAA approved AMP for the aircraft managed.

The source EMAR also introduced the concept of the participating Member State (orsovereign nation) determining requirements levied on a CAMO in lieu of the NMAA. Thisconcept allows the military possibilities of the CAMO not producing the AMP – rather itmay be generated by another Government organisation.

AUS unique text retainedThe source EMAR also introduced the concept of the participating Member State (orsovereign nation) determining requirements levied on a CAMO in lieu of the NMAA. Thisconcept allows the military possibilities of the CAMO not producing the AMP – rather itmay be generated by another Government organisation.

DASR GM M.A.708(b)(2)(ii) provides clarification on amending the AMP. AUS unique text retained DASR GM M.A.708(b)(2)(ii) provides clarification on amending the AMP.GM M.A.708(b)(2)(ii) Continuing airworthiness management (AUS) GM M.A.708(b)(2)(ii) Continuing airworthiness management (AUS)

1. Consistent with DASR M.A.704(c) the indirect approval procedure shall define the eligible amendments, ie scope of changes) to the AMP, be established by the CAMO as part of the CAME and be approved by the NMAA.

AUS unique text retained1. Consistent with DASR M.A.704(c) the indirect approval procedure shall define the eligible amendments, ie scope of changes) to the AMP, be established by the CAMO as part of the CAME and be approved by the NMAA.

2. The requirements for AMP and maintenance data are reflected in DASR21.A.57—Manuals, DASR 21.A.61—Instructions for Continuing Airworthiness, DASRM.A.304—Data for modifications and repairs, and DASR 145.A.45—Maintenance data.While ICA and manuals are initially produced and distributed by the MTC holder, theauthority to amend ICA and manuals depends on their nature as follows:

AUS unique text retained2. The requirements for AMP and maintenance data are reflected in DASR21.A.57—Manuals, DASR 21.A.61—Instructions for Continuing Airworthiness, DASRM.A.304—Data for modifications and repairs, and DASR 145.A.45—Maintenance data.While ICA and manuals are initially produced and distributed by the MTC holder, theauthority to amend ICA and manuals depends on their nature as follows:

a. Airworthiness Limitations (AwL), Critical Design Configuration Control Limitations(CDCCL) and Certification Maintenance Requirements (CMR) are mandatoryrequirements identified and set by the NMAA at the point of initial type certification,and hence may only be changed by the NMAA.

AUS unique text retained a. Airworthiness Limitations (AwL), Critical Design Configuration Control Limitations(CDCCL) and Certification Maintenance Requirements (CMR) are mandatoryrequirements identified and set by the NMAA at the point of initial type certification,and hence may only be changed by the NMAA.

b. Servicing intervals. The extension of servicing intervals beyond those set at the pointof type certification may only be approved by the NMAA, or MDOA holder or equivalentsupporting the AMTCH delegate. CAMOs may reduce servicing intervals from those setby the MTC holder (eg. to combine servicings and package maintenance events) withoutthe MTC holder’s approval. CAMOs may also be granted a NMAA privilege through anindirect approval procedure to use Maintenance Steering Group 3 (MSG3) or ReliabilityCentred Maintenance (RCM) philosophy to amend intervals (including extensions) basedon data from similar parts and appliances in service.

AUS unique text retainedb. Servicing intervals. The extension of servicing intervals beyond those set at the pointof type certification may only be approved by the NMAA, or MDOA holder or equivalentsupporting the AMTCH delegate. CAMOs may reduce servicing intervals from those setby the MTC holder (eg. to combine servicings and package maintenance events) withoutthe MTC holder’s approval. CAMOs may also be granted a NMAA privilege through anindirect approval procedure to use Maintenance Steering Group 3 (MSG3) or ReliabilityCentred Maintenance (RCM) philosophy to amend intervals (including extensions) basedon data from similar parts and appliances in service.

c. Changes to serviceability criteria such as the type of inspection, amount of acceptablewear, required torque or pressure etc are design changes and hence may only beapproved by the applicable MDOA holder or equivalent.

AUS unique text retained c. Changes to serviceability criteria such as the type of inspection, amount of acceptablewear, required torque or pressure etc are design changes and hence may only beapproved by the applicable MDOA holder or equivalent.

d. Other permitted amendments. Other amendments may be made by the CAMO orDASR 145 AMO or equivalent if there is no material effect to the outcome of themaintenance procedure (including serviceability and other quantitative criteria), forexample:

AUS unique text retained d. Other permitted amendments. Other amendments may be made by the CAMO orDASR 145 AMO or equivalent if there is no material effect to the outcome of themaintenance procedure (including serviceability and other quantitative criteria), forexample:

i. Where the original intent can be carried out in a more practical or efficient manner.AUS unique text retained

i. Where the original intent can be carried out in a more practical or efficient manner.

ii. Where the original intent cannot be achieved by following the instructions as written.AUS unique text retained

ii. Where the original intent cannot be achieved by following the instructions as written.

The use of alternative tools/equipment to that specified. AUS unique text retained The use of alternative tools/equipment to that specified.AMC M.A.708(b)(3) Continuing airworthiness management AMC M.A.708(b)(3) Continuing airworthiness managementWhen managing the accomplishment of modifications or repairs the organisation should ensure that Critical Design Configuration Control Limitations (CDCCL) (if applicable) are taken into account.

AUS unique text retained When managing the accomplishment of modifications or repairs the organisation should ensure that Critical Design Configuration Control Limitations (CDCCL) (if applicable) are taken into account.

GM M.A.301(a)(3) and BR.80 Flexibility Provisions (EASA BR Article 14) M.A.708(b)(4) Continuing airworthiness tasks (AUS)

Updated to reflect cx from BR.80 to use SPA.10 Operational Clearance

GM M.A.301(a)(3) and SPA.10.A - Command Clearance (AUS) M.A.708(b)(4) Continuing airworthiness tasks (AUS)

1. The situation may arise where a contracted/tasked maintenance organisation advisesthe CAMO that the contracted/tasked maintenance cannot be carried out by therequired contracted/tasked timeframe. The CAMO has the following options available:

minor wording change. AUS unique text retained 1. The situation may arise where a contracted/tasked maintenance organisation

advises the CAMO that the contracted/tasked maintenance cannot be carried out by therequired contracted/tasked timeframe and seeks a one-off extension of thepromulgated maintenance interval. In processing the request for a maintenanceinterval extension the CAMO has the following options available:

a. adjust the packaging of maintenanceminor wording change. AUS unique text retained

a. where the packaged/promulgated interval is less than the engineering justifiedinterval, extend the interval up to a maximum of the engineering interval;

b. extend the AMP task interval using the CAMO’s indirect approval procedure, ifsuitably privileged

minor wording change. AUS unique text retained

b. extend the task interval using the CAMO’s indirect approval procedure, if suitablyprivileged, either once-off or permanently,

c. request DASR 21J design supportminor wording change. AUS unique text retained

c. request DASR 21J design support for the requested interval extension; or

d. utilise flexibility provisions of the DASR Basic Regulation BR.80—Flexibility Provisions, for compelling operational imperatives or emergencies


d. utilise the Command Clearance process to operate the aircraft IAW DASRM.A.301(a)(2) .

2. It is important to note that extending a maintenance task beyond its promulgatedinterval may reduce the preventive effect of the task by increasing the risk of exposureto the failure consequences of the failure mode being addressed. In certain situationsextension of maintenance could adversely affect the operational capability and/orsafety of the aircraft. Also, the percentage by which the interval is extended does notnecessarily reflect the increase in risk, which may be significantly higher and requireassessment by the CAMO using RCM and failure data.

minor wording change. AUS unique text retained 2. Extending the Packaged Interval. Interval flexibility may exist between a

maintenance task’s packaged/promulgated interval and its engineering/design intervalin the AMP. The task may be packaged at a lesser interval maintenance efficiency due totasks required in the same area or aligning maintenance to be conducted in blocks. Ifthis is the case, and provided the CAMO has the underlying analysis that identifies theengineering interval and the reasons why the task was packaged at a lesser interval, theCAMO may authorise an extension to the packaged interval up to a maximum of therecorded engineering interval.

3. Adjust the packaging of maintenance. An inherent interval flexibility may existbetween a maintenance task’s packaged/promulgated interval and itsengineering/design interval in the AMP. The task may be packaged in this manner formaintenance efficiency due to tasks required in the same area or aligning maintenanceto be conducted in blocks. If this is the case, the CAMO may reschedule themaintenance to be conducted providing the maintenance task is completed prior to theengineering/design interval in the AMP.

minor wording change. AUS unique text retained 3. Extend the AMP Task Interval. If the AMP task interval has been reached, the

CAMO may have sufficient data to extend the AMP task interval either once off, for adefined period, or permanently. To amend the AMP the CAMO must have the privilegefrom the NMAA and sufficient scope as agreed in the indirect approval procedure. Note:where a task’s interval has been extended permanently, the task may still be packagedas desired (not exceeding the extended interval).

4. Extend the AMP task interval. If the AMP task interval has been reached, the CAMOmay have sufficient data to extend the AMP task interval either once off, for a definedperiod, or permanently. To amend the AMP the CAMO must have the privilege from theNMAA and sufficient scope as agreed in the indirect approval procedure. Note althoughthe interval may have been extended, the task may still be packaged as desired (notexceeding the extended interval).


4. Request DASR 21J Design Support. If the two options at para 1a and b aboveare not applicable, the CAMO may request DASR 21J design support to either extend theinterval once off, for a defined period, or permanently.

5. Request DASR 21J design support. If the two options above are not available theCAMO may request DASR 21J design support to either extend the interval once off, for adefined period, or permanently.


5. Utilise the Command Clearance process. DASR M.A.301(a)(2).containsprovisions for the Operating Organisation to deviate from theInitial/Continued/Continuing regulations.

6. Utilise flexibility provisions of the Basic Regulation. The DASR Basic Regulation BR.80contains flexibility provisions in the military context for the Operating Organisation todeviate from the implementing regulations in the event of compelling operationalimperatives or emergencies. This process is managed through the deferred defect DASRM.A.301(a)(2) procedure or the applicable Operating Organisation procedure.


6. For servicings with multiple tasks, the decision on extending the interval andthe method used will be dependent on the individual circumstances of each task withinthe servicing. A combination of para 1a to d may be necessary.

It is important to note that extending a maintenance task beyond its promulgatedinterval may reduce the preventive effect of the task by increasing the risk of exposureto the failure consequences of the failure mode being addressed. In certain situationsextension of maintenance could adversely affect the operational capability and/orsafety of the aircraft. Also, the percentage by which the interval is extended does notuniversally reflect the increase in risk in exposure to the failure consequences of thefailure mode(s) the task is addressing. The increase in risk with the extension of a task’sinterval needs to be assessed individually based on the underlying Reliability CentredMaintenance (RCM) analysis that justified the existing interval and the context in whichthe interval extension is being asked.

GM M.A.708(b)(6) Continuing airworthiness management (AUS)

In the context of this regulation, a DASR 145 AMO also includes one assessed to be equivalent at DASR M.A.201(g) or under derogation at DASR M.A.201(l).

AUS unique text retainedIn the context of this regulation, a DASR 145 AMO also includes one assessed to be equivalent at DASR M.A.201(g) or under derogation at DASR M.A.201(l).

GM M.A.708(b)(7) Continuing airworthiness management (AUS)



GM M.A.708(b)(8) Continuing airworthiness management (AUS) GM M.A.708(b)(8) Continuing airworthiness management (AUS)Replacement of service life limited parts no change Replacement of service life limited parts

At the end of the approved service life, the component must be removed from the aircraft for maintenance, or for disposal in the case of components with a certified life limit. The exception is if the service life has been extended or a repair solution has been approved according to DASR M.A.304—Data for modifications and repairs.

no changeAt the end of the approved service life, the component must be removed from the aircraft for maintenance, or for disposal in the case of components with a certified life limit. The exception is if the service life has been extended or a repair solution has been approved according to DASR M.A.304—Data for modifications and repairs.

AMC M.A.708(c) Continuing airworthiness management AMC M.A.708(c) Continuing airworthiness management (*)

1. Where an Operating Organisation is not approved under DASR 145 or an Operating Organisation’s maintenance organisation is an independent organisation, a contract/tasking should be agreed between the Continuing Airworthiness Management Organisation (CAMO) and a maintenance organisation approved under DASR 145, which specifies, in detail, the work to be performed by the maintenance organisation. Appendix XI to DASR AMC M.A.708(c) gives further details on the subject.

minor. Formatting1. Where an Operating Organisation is not approved under DASR 145 or where anOperating Organisation’s maintenance organisation is an independent organisation,formal tasking or a contract should be agreed between the OperatingOrganisation/CAMO and an DASR 145 AMO which specifies, in detail the work to beperformed by the DASR 145 AMO. Appendix XI to AMC to DASR M.A.708(c) gives furtherdetails on the subject.

2. Both the specification of work and the assignment of responsibilities should be clear,unambiguous and sufficiently detailed to ensure that no misunderstanding should arisebetween the parties concerned (CAMO, maintenance organisation and the NMAA) thatcould result in a situation where work that has a bearing on the airworthiness orserviceability of aircraft is not or will not be properly performed.

minor. Formatting2. Both the specification of work and the assignment of responsibilities should be clear,unambiguous and sufficiently detailed to ensure that no misunderstanding should arisebetween the parties concerned (Operating Organisation, CAMO and DASR 145 AMO)that could result in a situation where work that has a bearing on the airworthiness orserviceability of an aircraft is not or will not be properly performed.

3. Special attention should be paid to procedures and responsibilities to ensure that allmaintenance work is performed, service bulletins are analysed and decisions taken onaccomplishment, airworthiness directives are completed on time and that all work,including non-mandatory modifications is carried out to approved data and to the lateststandards.

minor. Formatting3. Special attention should be paid to procedures and responsibilities to ensure that allmaintenance work is performed, Service Bulletins (or national equivalent) are analysedand decisions taken on their accomplishment, Airworthiness Directives are completedon time and that all work, including non-mandatory modifications, is carried out toapproved data and to the latest standards.

4. For line maintenance, the actual layout of the line maintenance contract/tasking theIATA Standard Ground Handling Agreement may be used as a basis, but this does notpreclude the NMAA from ensuring that the content of the contract/tasking is acceptableto them, and especially that the contract/tasking allows the CAMO to properly exerciseits maintenance responsibility. Those parts of a contract/tasking that have no bearingon the technical or operational aspects of airworthiness are outside the scope of thisparagraph.

AUS unique text retained4. For line maintenance, the actual layout of the line maintenance contract/tasking theIATA Standard Ground Handling Agreement may be used as a basis, but this does notpreclude the NMAA from ensuring that the content of the contract/tasking is acceptableto them, and especially that the contract/tasking allows the CAMO to properly exerciseits maintenance responsibility. Those parts of a contract/tasking that have no bearingon the technical or operational aspects of airworthiness are outside the scope of thisparagraph.

5. It is possible to contract/task another Operating Organisation that is not directlyapproved under DASR 145. In this case the CAMO’s continuing airworthinessmanagement exposition should include appropriate procedures to ensure that allthis contracted/tasked maintenance is ultimately performed on time by organisationsapproved under DASR 145 in accordance with the contract/tasking CAMO’s data. Inparticular the quality system procedures should place great emphasis on monitoringcompliance with the above. The list of DASR 145 approved contract/tasking, or areference to this list, should be included in the CAMO’s continuing airworthinessmanagement exposition.

AUS unique text retained5. It is possible to contract/task another Operating Organisation that is not directlyapproved under DASR 145. In this case the CAMO’s continuing airworthinessmanagement exposition should include appropriate procedures to ensure that allthis contracted/tasked maintenance is ultimately performed on time by organisationsapproved under DASR 145 in accordance with the contract/tasking CAMO’s data. Inparticular the quality system procedures should place great emphasis on monitoringcompliance with the above. The list of DASR 145 approved contract/tasking, or areference to this list, should be included in the CAMO’s continuing airworthinessmanagement exposition.

6. Such a maintenance arrangement does not absolve the Operating Organisation from its overall continuing airworthiness responsibility unless derogation clause DASR M.A.201(k) is enacted. Specifically, in order to accept the maintenance arrangement, the NMAA should be satisfied that such an arrangement allows the Operating Organisation to ensure full compliance with responsibilities pursuant to DASR M.A.201—Responsibilities.

AUS unique text retained6. Such a maintenance arrangement does not absolve the Operating Organisation from its overall continuing airworthiness responsibility unless derogation clause DASR M.A.201(k) is enacted. Specifically, in order to accept the maintenance arrangement, the NMAA should be satisfied that such an arrangement allows the Operating Organisation to ensure full compliance with responsibilities pursuant to DASR M.A.201—Responsibilities.

7. The purpose of DASR M.A.708(c) is to ensure that all maintenance is carried out byproperly approved DASR 145 organisations. This does not preclude a primarymaintenance arrangement with an Operating Organisation that is not such anorganisation, when it proves that such an arrangement is in the interest ofthe Operating Organisation by simplifying the management of its maintenance, andthe Operating Organisation keeps an appropriate control of it. Such an arrangementshould not preclude the Operating Organisation from ensuring that all maintenance isperformed by a DASR 145 approved organisation and complying with the DASR M.A.201continuing airworthiness responsibility requirements. Typical examples of sucharrangements follow:

minor. Formatting7. The purpose of DASR M.A.708(c) is to ensure that all maintenance is carried out byDASR 145 AMOs. This does not preclude a primary maintenance arrangement with anorganisation that is not such an DASR 145 AMO, when it proves that such anarrangement is in the interest of the Operating Organisation by simplifying themanagement of its maintenance, and the Operating Organisation/CAMO keeps anappropriate control of it. Such an arrangement should not preclude the OperatingOrganisation/CAMO from ensuring that all maintenance is performed by an DASR 145AMO and complying with the DASR M.A.201 continuing airworthiness responsibilityrequirements. A typical example of such an arrangement is:

Component maintenance: Heading deleted

The Operating Organisation may find it more appropriate to have a primary sub-contracted/tasked organisation, that would despatch the components to appropriately approved organisations, rather than sending itself different types of components to various maintenance organisations approved under DASR 145. The benefit for the Operating Organisation is that the management of maintenance is simplified by having a single contact point for component maintenance. The CAMO remains responsible for ensuring that all maintenance is performed by maintenance organisations approved under DASR 145 and in accordance with the approved standard.

minor. FormattingThe Operating Organisation may find it more appropriate to have a primary contractorthat would dispatch the aircraft and/or components to appropriately approvedmaintenance organisations, rather than the Operating Organisation itself sending theaircraft and/or different types of components to various DASR 145 AMOs. The benefitfor the Operating Organisation is that the management of maintenance is simplified byhaving a single point-of-contact for aircraft and/or component maintenance. TheOperating Organisation remains responsible for ensuring that all maintenance isperformed by DASR 145 AMOs and in accordance with the approved standard.

Aircraft, engine and component maintenance: Heading deleted

The Operating Organisation may wish to have a maintenance contract/tasking with another Operating Organisation of the same type of aircraft not approved under DASR 145. A typical case is that of a dry-leased aeroplane between Operating Organisations where the parties, for consistency or continuity reasons (especially for short term lease agreements), find it appropriate to keep the aeroplane under the current maintenance arrangement. Where this arrangement involves various DASR 145 approved sub-contracted/tasked organisations, it might be more manageable for the lessee Operating Organisation to have a single contract/tasking with the lessor Operating Organisation. Such an arrangement should not be understood as a transfer of responsibility to the lessor Operating Organisation: the lessee Operating Organisation, being the approved Operating Organisation of the aircraft, remains responsible for the continuing airworthiness of the aircraft in performing the DASR M.A.708 functions, and employing the DASR M.A.706—Personnel requirements, continuing airworthiness management group of persons and staff unless derogation clause DASR M.A.201(k) is enacted.

AUS unique text retainedThe Operating Organisation may wish to have a maintenance contract/tasking with another Operating Organisation of the same type of aircraft not approved under DASR 145. A typical case is that of a dry-leased aeroplane between Operating Organisations where the parties, for consistency or continuity reasons (especially for short term lease agreements), find it appropriate to keep the aeroplane under the current maintenance arrangement. Where this arrangement involves various DASR 145 approved sub-contracted/tasked organisations, it might be more manageable for the lessee Operating Organisation to have a single contract/tasking with the lessor Operating Organisation. Such an arrangement should not be understood as a transfer of responsibility to the lessor Operating Organisation: the lessee Operating Organisation, being the approved Operating Organisation of the aircraft, remains responsible for the continuing airworthiness of the aircraft in performing the DASR M.A.708 functions, and employing the DASR M.A.706—Personnel requirements, continuing airworthiness management group of persons and staff unless derogation clause DASR M.A.201(k) is enacted.

An aircraft requiring unscheduled line maintenance, the contract may be in the form of individual work orders addressed to the DASR 145 maintenance organisation. The intent of this paragraph is that maintenance contract/taskings are not necessary when the CAMO’s continuing airworthiness system, as approved by the NMAA, 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 NMAA 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/tasking.

AUS unique text retainedAn aircraft requiring unscheduled line maintenance, the contract may be in the form of individual work orders addressed to the DASR 145 maintenance organisation. The intent of this paragraph is that maintenance contract/taskings are not necessary when the CAMO’s continuing airworthiness system, as approved by the NMAA, 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 NMAA 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/tasking.

In essence, this does not alter the intent of DASR M.A.201(h) in that it also requires that the Operating Organisation has to establish a written maintenance contract/tasking acceptable to the NMAA and, whatever type of acceptable arrangement is made, the Operating Organisation/CAMO is required to exercise the same level of control on contracted/tasked maintenance, particularly through the DASR M.A.706(c) continuing airworthiness management group of persons and quality system as referred to in DASR M.A.712—Quality system and Safety Management System.

minor. Formatting

In essence, this does not alter the intent of DASR M.A.201(h) in that it also requires thatthe Operating Organisation has to establish formal tasking or a written maintenancecontract and, whatever type of acceptable arrangement is made, the OperatingOrganisation/CAMO is required to exercise the same level of control on contracted ortasked maintenance, particularly through the DASR M.A.706(c) continuing airworthinessmanagement group of persons and quality system as referred to in DASR M.A.712.

GM M.A.708(c) Continuing airworthiness management (AUS) AUS unique text retained GM M.A.708(c) Continuing airworthiness management (AUS)



AMC M.A.709(a) Documentation (AUS) AMC M.A.709(a) Documentation

The continuing airworthiness management organisation is responsible for ensuring themaintenance data is current. As a consequence it should establish appropriateprocedures or provisions in the contract/tasking with the OperatingOrganisation/(M)TCH)/any other organisation as defined in DASR 21 as appropriate.

AUS unique text retainedThe CAMO is responsible for ensuring that the maintenance data is current. As aconsequence, it should establish appropriate procedures or provisions in thecontract/tasking with the Operating Organisation/(M)TCH/any other organisation asdefined in DASR 21 as appropriate.

GM M.A.709(a) Documentation (AUS) GM M.A.709(a) Documentation (AUS)

The last sentence of DASR M.A.709(a) caters for the scenario where a CAMO iscontracted/tasked by an Operating Organisation (see DASR M.A.201(k)). When thecontract/tasking expires, the CAMO no longer needs to retain the data, subject to therequirements of DASR M.A.714—Record keeping.

AUS unique text retainedThe last sentence of DASR M.A.709(a) caters for the scenario where a CAMO iscontracted/tasked by an Operating Organisation (see DASR M.A.201(k)). When thecontract/tasking expires, the CAMO no longer needs to retain the data, subject to therequirements of DASR M.A.714—Record keeping.

AMC M.A.710(a) Airworthiness reviewminor. Include new EMAR AMC as it adds clarity and supplements DASR AMC and GM

1. A review is a check of at least the following categories of documents:

minor. Include new EMAR AMC as it adds clarity and supplements DASR AMC and GM

- registration papers (where applicable);


DASR M.A.305 aircraft continuing airworthiness record system;


DASR M.A.306 aircraft technical log;


- list of deferred defects, MEL and CDL (if applicable);


- aircraft flight manual and/or any other manuals required by the NMAA including aircraft configuration;


- AMP;


- maintenance data;


- relevant work packages;


- AD status;


- modification and SB status (or national equivalent);


- modification and repair approval sheets;


- list of service life-limited components (to include list of engine and/or propeller modules where appropriate);


relevant DASR Form 1s or equivalent;


- weight and balance report and installed equipment list;


- aircraft, engine and propeller (M)TC Data Sheets;


- if applicable, latest symmetry report.


As a minimum, sample checks within each document category should be carried out.


2. In the context of DASR M.A.710(a), ‘fully documented’ means that the CAMO shoulddevelop procedures for airworthiness review staff to produce a compliance report thatconfirms the above have been reviewed and, based on objective evidence, found to bein compliance with DASR M.


In this context, ‘objective evidence’ is physical evidence that an individual auditing theairworthiness review can inspect and evaluate for themselves. It provides compellingevidence that the review or audit was actually performed as indicated, and that thecriteria in DASR M.A.710(a) were found to be in order.

AMC M.A.710(a) Airworthiness review

1. When carrying out an airworthiness review the airworthiness review staff may rely onthe records of a past review to determine if particular requirements have beencomplied with in the past. For example, when checking modifications for DASR 21approvals, the airworthiness review staff may use the records of a past review toestablish that all modifications checked during the past review were compliant. Therecords for the current airworthiness review should clearly identify the items that havebeen verified using the records of a past review and should cross refer to these recordsheld by the CAMO.

AUS unique text retainedAdded to end of new EMAR text 3. When carrying out an airworthiness review the airworthiness review staff may rely on

the records of a past review to determine if particular requirements have beencomplied with in the past. For example, when checking modifications for DASR 21approvals, the airworthiness review staff may use the records of a past review toestablish that all modifications checked during the past review were compliant. Therecords for the current airworthiness review should clearly identify the items that havebeen verified using the records of a past review and should cross refer to these recordsheld by the CAMO.

2. It is important that the CAMO holds the original records of the past review if theserecords are used to support the findings of the current and subsequent reviews. Toallow proper assessment, the records of a past review should include the followinginformation as a minimum:

AUS unique text retainedAdded to end of new EMAR text

4. It is important that the CAMO holds the original records of the past review if theserecords are used to support the findings of the current and subsequent reviews. Toallow proper assessment, the records of a past review should include the followinginformation as a minimum:

a. details of all the items checked previously;AUS unique text retainedAdded to end of new EMAR text

a. details of all the items checked previously;

b. the date it was checked;AUS unique text retainedAdded to end of new EMAR text

b. the date it was checked;

c. the details of the findings;AUS unique text retainedAdded to end of new EMAR text

c. the details of the findings;

d. relevant corrective action if applicable;AUS unique text retainedAdded to end of new EMAR text

d. relevant corrective action if applicable;

e. identification of the airworthiness review staff who checked the item; andAUS unique text retainedAdded to end of new EMAR text

e. identification of the airworthiness review staff who checked the item; and

f. identification of the CAMO that carried out the review.AUS unique text retainedAdded to end of new EMAR text

f. identification of the CAMO that carried out the review.

3. When relying on the records of a past review to determine whether particularrequirements have been complied with in relation to product, parts or appliances, itshould be confirmed that the records actually relate to the product currently fitted tothe aircraft, by part number and serial number, if applicable. For example, if records of apast review are used to establish that an Airworthiness Directive has been compliedwith in relation to an engine, it should be established that the record relates to theparticular engine serial number that is currently fitted to the aircraft. The records of apast review will have no relevance in relation to product, parts or appliances if theproduct is no longer fitted to the aircraft.

AUS unique text retained Added to end of new EMAR text 5. When relying on the records of a past review to determine whether particular

requirements have been complied with in relation to product, parts or appliances, itshould be confirmed that the records actually relate to the product currently fitted tothe aircraft, by part number and serial number, if applicable. For example, if records of apast review are used to establish that an Airworthiness Directive has been compliedwith in relation to an engine, it should be established that the record relates to theparticular engine serial number that is currently fitted to the aircraft. The records of apast review will have no relevance in relation to product, parts or appliances if theproduct is no longer fitted to the aircraft.

GM M.A.710(a) Airworthiness review (AUS) GM M.A.710(a) Airworthiness review (AUS)The airworthiness review staff of the CAMO are required to examine the continuingairworthiness records for the aircraft to determine whether continuing airworthinessrequirements are being met for the aircraft.

AUS unique text retained The airworthiness review staff of the CAMO are required to examine the continuingairworthiness records for the aircraft to determine whether continuing airworthinessrequirements are being met for the aircraft.

For many aircraft, the quantity of records that must be examined and the level ofexamination required will be extensive. It is anticipated that the airworthiness reviewstaff will be assisted by other employees of the CAMO in this regard. This does notprevent other employees of the CAMO, who are not airworthiness review staff, toretrieve records, compile information and prepare reports etc. for the examination bythe airworthiness review staff. However, it is up to the airworthiness review staffcarrying out the airworthiness review to be satisfied with the source, authenticity andaccuracy of the information made available to them.

AUS unique text retainedFor many aircraft, the quantity of records that must be examined and the level ofexamination required will be extensive. It is anticipated that the airworthiness reviewstaff will be assisted by other employees of the CAMO and/or appropriately experiencedpersonnel in this regard. This does not prevent other personnel from assisting toretrieve records, compile information and prepare reports etc. for the examination bythe airworthiness review staff. However, it is up to the airworthiness review staffcarrying out the airworthiness review to be satisfied with the source, authenticity andaccuracy of the information made available to them.

The airworthiness review staff are expected to have a level of understanding of thecontinuing airworthiness records system for the aircraft that allows them to carry outthe review without error.

AUS unique text retained The airworthiness review staff are expected to have a level of understanding of thecontinuing airworthiness records system for the aircraft that allows them to carry outthe review without error.

AMC M.A.710(a)(1) Airworthiness review (AUS) AMC M.A.710(a)(1) Airworthiness review (AUS)Determine whether the information about the utilisation of the aircraft has beenrecorded properly. The records should be examined to the extent necessary todetermine if the information is up to date and accurate.

AUS unique text retained Determine whether the information about the utilisation of the aircraft has beenrecorded properly. The records should be examined to the extent necessary todetermine if the information is up to date and accurate.

AMC M.A.710(a)(3) Airworthiness review (AUS) AMC M.A.710(a)(3) Airworthiness review (AUS)1. Examine the records of compliance with the maintenance program to determinewhether each maintenance task due to be carried out in accordance with the aircraft’smaintenance program has been carried out.

AUS unique text retained 1. Examine the records of compliance with the maintenance program to determinewhether each maintenance task due to be carried out in accordance with the aircraft’smaintenance program has been carried out.

2. If the record of compliance with the maintenance program is kept in a computerisedsystem, then a report generated by the computerised system may be used to complywith this requirement; provided the report clearly shows when the maintenance waslast carried out, when it is next due and highlight any overdue task. The airworthinessreview staff carrying out the review should ensure that such computer generatedreports include all maintenance tasks required to be carried out under the aircraft'smaintenance program.

AUS unique text retained2. If the record of compliance with the maintenance program is kept in a computerisedsystem, then a report generated by the computerised system may be used to complywith this requirement; provided the report clearly shows when the maintenance waslast carried out, when it is next due and highlight any overdue task. The airworthinessreview staff carrying out the review should ensure that such computer generatedreports include all maintenance tasks required to be carried out under the aircraft'smaintenance program.

3. In addition to the examination of records kept the following actions should also beundertaken:

AUS unique text retained 3. In addition to the examination of records kept the following actions should also beundertaken:

a. For each maintenance task that is mandatory under the aircraft’s type designapproval (such as airworthiness limitation and certification maintenance requirements ifavailable for type of fleet), documents that substantiate that the maintenance has beencarried out should be examined to verify that information kept for these tasks arecorrect;

AUS unique text retained a. For each maintenance task that is mandatory under the aircraft’s type designapproval (such as airworthiness limitation and certification maintenance requirements ifavailable for type of fleet), documents that substantiate that the maintenance has beencarried out should be examined to verify that information kept for these tasks arecorrect;

b. For all other maintenance tasks that are not mandatory under the aircraft’s typedesign approval, a sample of maintenance tasks should be selected and the documentsthat substantiate that the maintenance has been carried out should be examined toverify that information kept for these tasks is correct.

AUS unique text retainedb. For all other maintenance tasks that are not mandatory under the aircraft’s typedesign approval, a sample of maintenance tasks should be selected and the documentsthat substantiate that the maintenance has been carried out should be examined toverify that information kept for these tasks is correct.

4. The sample should include a range of maintenance tasks carried out at variousintervals. The sample size should be at least 5% (per cent) of the total number ofmaintenance tasks carried out or 50 maintenance tasks, whichever is lower. Ifdiscrepancies are found during the sample check, further investigation should be carriedout to the extent necessary to determine the level of inaccuracy in the records kept.Each time a review is carried out, a different set of samples should be selected to ensureover time a wide range of maintenance tasks are checked.

AUS unique text retained4. The sample should include a range of maintenance tasks carried out at variousintervals. The sample size should be at least 5% (per cent) of the total number ofmaintenance tasks carried out or 50 maintenance tasks, whichever is lower. Ifdiscrepancies are found during the sample check, further investigation should be carriedout to the extent necessary to determine the level of inaccuracy in the records kept.Each time a review is carried out, a different set of samples should be selected to ensureover time a wide range of maintenance tasks are checked.

5. Examples of documents that may substantiate maintenance has been carried outinclude:

AUS unique text retained 5. Examples of documents that may substantiate maintenance has been carried outinclude:

a. maintenance records for maintenance carried out on the aircraft; AUS unique text retained a. maintenance records for maintenance carried out on the aircraft;b. copies of authorised release certificates for product, parts or appliances; AUS unique text retained b. copies of authorised release certificates for product, parts or appliances;c. log books for products such as engines and propellers; and AUS unique text retained c. log books for products such as engines and propellers; andd. log cards for landing gear. AUS unique text retained d. log cards for landing gear.6. For product, parts or appliances, the document that substantiates that themaintenance has been carried out on the product, parts or appliances should relate tothe product that is identified in the records kept by part number and serial number ifapplicable.

AUS unique text retained 6. For product, parts or appliances, the document that substantiates that themaintenance has been carried out on the product, parts or appliances should relate tothe product that is identified in the records kept by part number and serial number ifapplicable.

ERROR CAPTURING METHODS AUS unique text retained ERROR CAPTURING METHODS

7. Select a sample of critical maintenance tasks that have been carried out on theaircraft and examine the aircraft’s continuing airworthiness records to determinewhether error capturing methods have been recorded on each of these maintenancetasks. The samples should relate to critical maintenance tasks carried out on the aircraftin the past 12 months. As a minimum, 5 instances of critical maintenance tasks shouldbe selected as the sample size. However if the extent of critical maintenance taskscarried out on the aircraft in the past 12 months is not sufficient for 5 samples then allthe instances of critical maintenance tasks that have been carried out should beincluded in the review.

AUS unique text retained7. Select a sample of critical maintenance tasks that have been carried out on theaircraft and examine the aircraft’s continuing airworthiness records to determinewhether error capturing methods have been recorded on each of these maintenancetasks. The samples should relate to critical maintenance tasks carried out on the aircraftin the past 12 months. As a minimum, 5 instances of critical maintenance tasks shouldbe selected as the sample size. However if the extent of critical maintenance taskscarried out on the aircraft in the past 12 months is not sufficient for 5 samples then allthe instances of critical maintenance tasks that have been carried out should beincluded in the review.

AMC M.A.710(a)(4) Airworthiness review (AUS) AMC M.A.710(a)(4) Airworthiness review (AUS)RECTIFICATION OF DEFECTS AUS unique text retained RECTIFICATION OF DEFECTSExamine the aircraft’s continuing airworthiness record system to determine whetherthere is any defect in the aircraft that needs rectification before flight. Defects thatrequire rectification before flight should be rectified before the issue of anairworthiness review certificate.

AUS unique text retained Examine the aircraft’s continuing airworthiness record system to determine whetherthere is any defect in the aircraft that needs rectification before flight. Defects thatrequire rectification before flight should be rectified before the issue of anairworthiness review certificate.

DEFERRED DEFECTS AUS unique text retained DEFERRED DEFECTSExamine the existing deferred defects as recorded in the aircraft’s continuingairworthiness record system to determine whether deferral of rectification has beendone.

AUS unique text retained Examine the existing deferred defects as recorded in the aircraft’s continuingairworthiness record system to determine whether deferral of rectification has beendone.

AMC M.A.710(a)(5) Airworthiness review (AUS) AMC M.A.710(a)(5) Airworthiness review (AUS)

1. Examine the records containing compliance with Airworthiness Directives (AD) todetermine whether actions required by each AD that applies to the aircraft, product,parts or appliances fitted to the aircraft have been complied with. An examination ofdocuments that substantiate each AD has been complied with should be carried out toverify that information kept is correct. Examples of documents that may substantiate anAD has been complied with, includes:

AUS unique text retained1. Examine the records containing compliance with Airworthiness Directives (AD) todetermine whether actions required by each AD that applies to the aircraft, product,parts or appliances fitted to the aircraft have been complied with. An examination ofdocuments that substantiate each AD has been complied with should be carried out toverify that information kept is correct. Examples of documents that may substantiate anAD has been complied with, includes:

a. maintenance records for maintenance carried out on the aircraft; AUS unique text retained a. maintenance records for maintenance carried out on the aircraft;

b. copies of authorised release certificates for product, parts or appliances; andAUS unique text retained

b. copies of authorised release certificates for product, parts or appliances; and

c. log books for products such as engines and propellers. AUS unique text retained c. log books for products such as engines and propellers.

2. For a product, parts or appliances, the document that substantiates that the AD hasbeen complied with in relation to the product, parts or appliances should relate to theproduct that is identified in the records by part number and serial number if applicable.

AUS unique text retained2. For a product, parts or appliances, the document that substantiates that the AD hasbeen complied with in relation to the product, parts or appliances should relate to theproduct that is identified in the records by part number and serial number if applicable.

3. Where an AD requires compliance with requirements contained in another documentsuch as a service bulletin (SB), a record of compliance with the service bulletin would beacceptable as evidence of compliance with the AD.

AUS unique text retained3. Where an AD requires compliance with requirements contained in another documentsuch as a service bulletin (SB), a record of compliance with the service bulletin would beacceptable as evidence of compliance with the AD.


Examine the records of modifications kept to determine whether there is a DASR 21 (see DASR M.A.304—Data for modifications and repairs) approval for each design of the modification. For the purpose of this paragraph, a modification includes a repair that involves change to the approved design of the aircraft.

AUS unique text retainedExamine the records of modifications kept to determine whether there is a DASR 21 (see DASR M.A.304—Data for modifications and repairs) approval for each design of the modification. For the purpose of this paragraph, a modification includes a repair that involves change to the approved design of the aircraft.


1. Examine the records of life limited components kept to determine whether each lifelimited part has been correctly identified by part number, serial number and whetherthe life limit has been exceeded for any of the parts.

AUS unique text retained1. Examine the records of life limited components kept to determine whether each lifelimited part has been correctly identified by part number, serial number and whetherthe life limit has been exceeded for any of the parts.

2. In addition, documents that have been used to substantiate remaining life atinstallation should be checked to verify that information kept for life limitedcomponents is correct. Examples of such substantiating documents include:

AUS unique text retained2. In addition, documents that have been used to substantiate remaining life atinstallation should be checked to verify that information kept for life limitedcomponents is correct. Examples of such substantiating documents include:

a. maintenance records for installation of the parts; AUS unique text retained a. maintenance records for installation of the parts;b. authorised release certificates for the parts; and AUS unique text retained b. authorised release certificates for the parts; andc. life limited component history/log card. AUS unique text retained c. life limited component history/log card.AMC M.A.710(a)(8) Airworthiness review (AUS) AMC M.A.710(a)(8) Airworthiness review (AUS)MAINTENANCE CERTIFICATION AUS unique text retained MAINTENANCE CERTIFICATION

Examine a sample of 10 maintenance records to determine whether the maintenancecertifications have been performed in accordance with DASR M.A. SubpartH—Certification of Release to Service (CRS) (AUS). The sampling should cover a range ofmaintenance carried out in the past 12 months.

AUS unique text retainedExamine a sample of 10 maintenance records to determine whether the maintenancecertifications have been performed in accordance with DASR M.A. SubpartH—Certification of Release to Service (CRS) (AUS). The sampling should cover a range ofmaintenance carried out in the past 12 months.

CERTIFICATE OF RELEASE TO SERVICE AUS unique text retained CERTIFICATE OF RELEASE TO SERVICE

Examine the current certificate of release to service for the aircraft to determinewhether the certificate has been issued in accordance DASR M.A. Subpart H.

AUS unique text retainedExamine the current certificate of release to service for the aircraft to determinewhether the certificate has been issued in accordance DASR M.A. Subpart H.


Examine the record of the aircraft’s weight and balance kept to determine if it isconsistent with all the changes made to the weight and balance since the last weighingof the aircraft. All changes made to the weight and balance should be substantiated bydocuments such as a modification approval and an equipment list for the aircraft.

AUS unique text retainedExamine the record of the aircraft’s weight and balance kept to determine if it isconsistent with all the changes made to the weight and balance since the last weighingof the aircraft. All changes made to the weight and balance should be substantiated bydocuments such as a modification approval and an equipment list for the aircraft.


Examine the aircraft’s continuing airworthiness records to determine whether theaircraft’s configuration as recorded complies with the specification mentioned inmilitary type certificate data sheet (TCDS) for the aircraft, engine and propeller. Anyvariation of configuration from MTC should be supported by a DASR 21 approval.

AUS unique text retainedExamine the aircraft’s continuing airworthiness records to determine whether theaircraft’s configuration as recorded complies with the specification mentioned inmilitary type certificate data sheet (TCDS) for the aircraft, engine and propeller. Anyvariation of configuration from MTC should be supported by a DASR 21 approval.

AMC M.A.710(b) and (c) Airworthiness review AMC M.A.710(b) and (c) Airworthiness review1. The physical survey could require actions categorised as maintenance, eg operational tests, tests of emergency equipment, visual inspections requiring panel opening). In this case, after the airworthiness review a release to service should be issued in accordance with DASR M.

minor. Formatting 1. The physical survey could require actions categorised as maintenance (e.g.operational tests, tests of emergency equipment, visual inspections requiring panelopening etc.). In this case, after the airworthiness review, a CRS for aircraft should beissued in accordance with DASR 145.

When the airworthiness review staff are not appropriately qualified to DASR 66 or DASR 145 national equivalent in order to release such maintenance, DASR M.A.710(b) requires them to be assisted by such qualified personnel. However, the function of such DASR 66 or DASR 145 national equivalent personnel is limited to perform and release the maintenance actions requested by the airworthiness review staff, it not being their function to perform the physical survey of the aircraft. As stated in DASR M.A.710(b), the airworthiness review staff shall carry out the physical survey of the aircraft, and this survey includes the verification that no inconsistencies can be found between the aircraft and the documented review of records.

minor. Formatting

When the airworthiness review staff are not appropriately authorised to release suchmaintenance, DASR M.A.710(b) requires them to be assisted by DASR 145.A.35certifying staff. However, the function of such certifying staff is limited to performingand releasing the maintenance actions requested by the airworthiness review staff; it isnot their function to perform the physical survey of the aircraft. As stated in DASRM.A.710(b), the airworthiness review staff shall carry out the physical survey of theaircraft, and this survey includes the verification that no inconsistencies can be foundbetween the aircraft and the documented review of records.

This means that the airworthiness review staff who are going to sign the airworthiness review certificate or the recommendation should be the one completing/supervising/managing both the documented review and the physical survey of the aircraft, it not being the intent of the rule to delegate the survey to DASR 66 or DASR 145 national equivalent personnel who are not airworthiness review staff. Furthermore, the provision of DASR M.A.710(d) allowing a 90 days anticipation for the physical survey provides enough flexibility to ensure that the airworthiness review staff are present.

minor. Relocate AMC to M.A.710(g)

2. The physical survey may include verifications to be carried out during flight.minor. Formatting; add 'of the aircraft' 2. The physical survey of the aircraft may include verifications to be carried out during

flight.

3. The DASR M.A. Subpart G—Continuing Airworthiness Management Organisation, should develop procedures for the airworthiness review staff to produce a compliance report that confirms the physical survey has been carried out and found satisfactory.

minor. Formatting3. The CAMO should develop procedures for the airworthiness review staff to producea compliance report that confirms the physical survey has been carried out and foundsatisfactory.

4. To ensure compliance the physical survey may include relevant sample checks of items. The relevant physical sample checks of items should be comparing the aircraft condition and configuration in relation to the samples identified and checked during the document review conducted in DASR M.A.710(a).

minor. Formatting; add 'of the aircraft'4. To ensure compliance the physical survey of the aircraft may include relevant sample checks of items. The relevant physical sample checks of items should be comparing the aircraft condition and configuration in relation to the samples identified and checked during the document review conducted in DASR M.A.710(a).

GM M.A.710(c)4 Airworthiness review (AUS) GM M.A.710(c)4 Airworthiness review (AUS)

The statement 'reasonably expected to be addressed' means the defect was adequately managed under DASR M.A.708(b)6. It is important to note that the 'physical survey' is a survey and is not a detailed maintenance inspection of the aircraft.

AUS unique text retainedThe statement 'reasonably expected to be addressed' means the defect was adequately managed under DASR M.A.708(b)6. It is important to note that the 'physical survey' is a survey and is not a detailed maintenance inspection of the aircraft.

AMC M.A.710(d) Airworthiness review AMC M.A.710(d) Airworthiness review

"Without loss of continuity of the airworthiness review pattern" means that the newexpiration date is set up one year after the previous expiration date. As a consequence,when the airworthiness review is anticipated, the validity or the airworthiness reviewcertificate is longer than one year (up to 90 days longer).

minor. FormattingWhen an airworthiness review is anticipated by up to 90 days, the expression “withoutloss of continuity of the airworthiness review pattern” means that the new expirationdate is set up one year after the previous expiration date. As a consequence, when theairworthiness review is anticipated, the validity or the airworthiness review certificate islonger than one year (up to 90 days longer).

New textIf for service reasons an airworthiness review is anticipated by more than 90 days, thenext airworthiness review is due 12 months from this earlier anticipated date.

AMC M.A.710(e) Airworthiness review AMC M.A.710(e) Airworthiness review

A copy of both physical survey and document review compliance reports stated above should be sent to the NMAA together with any recommendation issued.

minor. Formatting A copy of both the physical survey compliance report and the document reviewcompliance report should be sent to the NMAA together with any recommendationissued.

GM M.A.710(e) Airworthiness review (AUS) GM M.A.710(e) Airworthiness review (AUS)

A DASR Form 15b—Military Airworthiness Review Certificate, must be used when aCAMO has a privilege to issue a MARC. DASR Form 15a—Military Airworthiness ReviewCertificate - Issue Recommendation, is to be used when a CAMO does not have aprivilege and the NMAA issues the MARC. In the case of not having the privilege, theCAMO can subcontract/task another CAMO that has approved scope to conduct MARCs,but by definition cannot issue the MARC for the contracting/tasking CAMO.

AUS unique text retained A DASR Form 15b—Military Airworthiness Review Certificate, must be used when aCAMO has a privilege to issue a MARC. DASR Form 15a—Military Airworthiness ReviewCertificate - Issue Recommendation, is to be used when a CAMO does not have aprivilege and the NMAA issues the MARC. In the case of not having the privilege, theCAMO can subcontract/task another CAMO that has approved scope to conduct MARCs,but by definition cannot issue the MARC for the contracting/tasking CAMO.

During airworthiness review of an aircraft, the airworthiness review staff must examinecontinuing airworthiness records for the aircraft and perform a physical survey of theaircraft to determine whether the aircraft continues to comply with the airworthinessrequirements as set out in DASR M.A.710(a) and DASR M.A710(b).

AUS unique text retained During airworthiness review of an aircraft, the airworthiness review staff must examinecontinuing airworthiness records for the aircraft and perform a physical survey of theaircraft to determine whether the aircraft continues to comply with the airworthinessrequirements as set out in DASR M.A.710(a) and DASR M.A710(b).

All findings against each of these requirements must be recorded. Any adverse findingwould need corrective action before the issue of the Military Airworthiness ReviewCertificate. However, in some cases the airworthiness review may lead to adversefindings in other areas that are not related to the requirements. These findings shouldbe dealt with in accordance with the organisation’s procedure and relevant regulatoryrequirements; and corrective actions may not always be necessary before the issue of aMilitary Airworthiness Review Certificate. For example if a CAMO has opted to carry outa non-mandatory modification and during the airworthiness review it is found that themodification is overdue then this finding would not prevent the issue of the MARC.

AUS unique text retained All findings against each of these requirements must be recorded. Any adverse findingwould need corrective action before the issue of the Military Airworthiness ReviewCertificate. However, in some cases the airworthiness review may lead to adversefindings in other areas that are not related to the requirements. These findings shouldbe dealt with in accordance with the organisation’s procedure and relevant regulatoryrequirements; and corrective actions may not always be necessary before the issue of aMilitary Airworthiness Review Certificate. For example if a CAMO has opted to carry outa non-mandatory modification and during the airworthiness review it is found that themodification is overdue then this finding would not prevent the issue of the MARC.

AMC M.A.710(g) Airworthiness reviewminor. Relocated from DASR 710(b)

This means that the airworthiness review staff who is going to sign the MARC (DASRForm 15b) or the recommendation for the NMAA to issue the MARC (DASR Form 15a)should be the one who carried out the physical survey of the aircraft and alsocompleted/supervised/managed the documented review. It is not the intent of therequirement to delegate the physical survey of the aircraft to certifying staff who arenot airworthiness review staff. Furthermore, the provision of DASR M.A.710(d) allowinga 90 days anticipation for the physical survey provides enough flexibility to ensure thatthe airworthiness review staff are present.

AMC M.A.711(b) Privileges of the organisation AMC M.A.711(b) Privileges of the organisation

An organisation may be approved for the privileges of DASR M.A.711(a) only, withoutthe privilege to carry out airworthiness reviews. The conduct of airworthiness reviewscan be contracted to another appropriately approved CAMO (for that aircraft type). Inthese instances, the subcontracted CAMO issues a recommendation for theairworthiness review to the NMAA.

AUS unique text retained An organisation may be approved for the privileges of DASR M.A.711(a) only, withoutthe privilege to carry out airworthiness reviews. The conduct of airworthiness reviewscan be contracted to another appropriately approved CAMO (for that aircraft type). Inthese instances, the subcontracted CAMO issues a recommendation for theairworthiness review to the NMAA.

In order to be approved for the privileges of DASR M.A.711(b) for a particular aircrafttype, it is necessary to be approved for the privileges of DASR M.A.711(a) for thataircraft type. As a consequence, the normal situation in this case is that the organisationwill be performing continuing airworthiness management tasks and performingairworthiness reviews on every aircraft type contained in the approval certificate.

AUS unique text retained In order to be approved for the privileges of DASR M.A.711(b) for a particular aircrafttype, it is necessary to be approved for the privileges of DASR M.A.711(a) for thataircraft type. As a consequence, the normal situation in this case is that the organisationwill be performing continuing airworthiness management tasks and performingairworthiness reviews on every aircraft type contained in the approval certificate.

AMC M.A.712(a) Quality system AMC M.A.712(a) Quality system

1. Procedures should be held current such that they reflect best practice within theorganisation. It is the responsibility of all employees to report any difficulties with theprocedures via their organisation’s internal occurrence reporting mechanisms.

minor. Formatting1. Procedures should be held current such that they reflect best practice within theCAMO. It is the responsibility of all CAMO staff to report any difficulties with theprocedures via their CAMO’s internal occurrence reporting mechanisms.

2. All procedures, and changes to the procedures, should be verified and validatedbefore use where practicable.

no change 2. All procedures, and changes to the procedures, should be verified and validatedbefore use where practicable.

3. The feedback part of the system should address who is required to rectify any non-compliance in each particular case and the procedure to be followed if rectification is not completed within appropriate timescales. The procedure should lead to the accountable manager specified in DASR M.A.706—Personnel requirements.

minor. Formatting3. The feedback part of the system should address who is required to rectify any non-compliance in each particular case and the procedure to be followed if rectification isnot completed within appropriate timescales. The procedure should include theAccountable Manager specified in DASR M.A.706.

4. The independent quality audit reports referenced in DASR AMC M.A.712(b) should besent to the relevant section for rectification action giving target rectification dates.Rectification dates should be discussed with such section before the quality section ornominated quality auditor confirms such dates in the report. The relevant section isrequired to rectify findings and inform the quality manager or the quality auditor ofsuch rectification.

minor. Formatting4. The independent quality audit reports referenced in AMC DASR M.A.712(b) shouldbe sent to the relevant department for rectification action giving target rectificationdates. Rectification dates should be discussed with such department before the qualitydepartment or nominated quality auditor confirms such dates in the report. Therelevant department is required to rectify findings and inform the Quality Manager orthe quality auditor of such rectification.

5. The accountable manager should hold regular meetings with staff to check progresson rectification except that in the large organisations such meetings may be delegatedon a day to day basis to the quality manager subject to the accountable managermeeting at least twice per year with the senior staff involved to review the overallperformance and receiving at least a half yearly summary report on findings of non-compliance.

minor. Formatting5. The Accountable Manager should hold regular meetings with staff to check progresson rectification. In large CAMOs such meetings may be delegated on a day to day basisto the Quality Manager, subject to the Accountable Manager meeting at least twice peryear with the senior staff involved to review the overall performance and receiving atleast a half yearly summary report on findings of non-compliance.

AMC M.A.712(b) Quality System AMC M.A.712(b) Quality system

1. The primary objectives of the quality system are to enable the M.A. SubpartG—Continuing Airworthiness Management Organisation, to ensure airworthy aircraftand to remain in compliance with the DASR M requirements.

minor. Formatting1. The primary objectives of the quality system are to enable the CAMO to ensureairworthy aircraft and to remain in compliance with the DASR M requirements.

2. An essential element of the quality system is the independent audit. no change 2. An essential element of the quality system is the independent audit.3. The independent audit is an objective process of routine sample checks of all aspectsof the M.A. Subpart G organisation’s ability to carry out continuing airworthinessmanagement to the required standards. It includes some product sampling as this is theend result of the process.

minor. Formatting3. The independent audit is an objective process of routine sample checks of all aspectsof the CAMO’s ability to carry out continuing airworthiness management to the requiredstandards. It includes some on-aircraft sampling as this is the end result of the process.

4. The independent audit represents an objective overview of the complete continuing airworthiness management related activities. It is intended to complement the DASR M.A.902—Validity of the MARC, requirement for an airworthiness review to be satisfied that all aircraft managed by the organisation remain airworthy.

minor. Formatting4. The independent audit represents an objective overview of the complete continuingairworthiness management related activities. It is intended to complement the DASRM.A.902 requirement for an airworthiness review to be satisfied that all aircraftmanaged by the organisation remain airworthy.

5. The independent audit should ensure that all aspects of M.A. Subpart G complianceare checked annually, including all the sub-contracted/tasked activities, and may becarried out as a complete single exercise or subdivided over the annual period inaccordance with a scheduled plan. The independent audit does not require eachprocedure to be checked against each product line when it can be shown that theparticular procedure is common to more than one product line and the procedure hasbeen checked every year without resultant findings. Where findings have beenidentified, the particular procedure should be rechecked against other product linesuntil the findings have been rectified after which the independent audit procedure mayrevert back to the annual interval for the particular procedure.

minor. Formatting5. The independent audit should ensure that all aspects of DASR M.A. Subpart Gcompliance are checked annually, including all the contracted/tasked activities, and maybe carried out as a complete single exercise or subdivided over the annual period inaccordance with a scheduled plan. If the continuing airworthiness of more than oneaircraft type is managed, the independent audit does not require each procedure to bechecked against each aircraft type when it can be shown that the particular procedure iscommon to more than one aircraft type and the procedure has been checked every yearwithout resultant findings. Where findings have been identified, the particularprocedure should be rechecked against other aircraft types until the findings have beenrectified after which the independent audit procedure may revert back to the annualinterval for the particular procedure.

6. Provided that there are no safety related findings, the audit time periods specified inthis AMC may be increased by up to 100% (per cent) subject to agreement by theNMAA.

minor. FormattingProvided that there are no safety related findings, the audit time periods specified inthis AMC may be increased by up to 100% subject to agreement by the NMAA.

7. Where the organisation has more than one location approved the quality systemshould describe how these are integrated into the system and include a plan to auditeach location every year.

minor. Formatting 6. Where the CAMO has more than one approved location, the quality system shoulddescribe how these are integrated into the system and include a plan to audit eachlocation every year.

8. A report should be raised each time an audit is carried out describing what waschecked and the resulting findings against applicable requirements, procedures andproducts.

minor. Formatting 7. A report should be raised each time an audit is carried out describing what waschecked and the resulting findings against applicable procedures, contracts/taskings andDASR requirements.

9. The independence of the audit should be established by always ensuring that auditsare carried out by personnel not responsible for the function, procedure or productsbeing checked.

minor. Formatting 8. The independence of the audit should be established by ensuring that audits are notcarried out by personnel responsible for the function, procedure or products beingchecked.

10. An organisation should establish a quality plan acceptable to the NMAA to showwhen and how often the activities as required by M.A. Subpart G will be audited.

minor. Formatting9. A CAMO should establish a quality plan acceptable to the NMAA that shows whenand how often the activities required by DASR M.A. Subpart G will be audited.

GM M.A.712(c) Quality system (AUS) GM M.A.712(c) Quality system (AUS)Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.


GM M.A.712(e) Quality system (AUS) GM M.A.712(e) Quality system (AUS)The phrase 'unless the NMAA approves otherwise’ allows for the case where the entire CAMO is tasked to an organisation separate from the Operating Organisation (see DASR M.A. 201(k)).

AUS unique text retained The phrase 'unless the NMAA approves otherwise’ allows for the case where the entire CAMO is tasked to an organisation separate from the Operating Organisation (see DASR M.A. 201(k)).

GM M.A.712(g) Safety Management System (AUS) GM M.A.712(g) Safety Management System (AUS)

The phrase 'unless the NMAA approves otherwise’ allows for the case where the entireCAMO is tasked to an organisation separate from the Operating Organisation (see DASRM.A. 201(k)). In this instance the CAMO will be required to establish and maintain asafety management system, in accordance with DASR SMS.

AUS unique text retainedThe phrase 'unless the NMAA approves otherwise’ allows for the case where the entireCAMO is tasked to an organisation separate from the Operating Organisation (see DASRM.A. 201(k)). In this instance the CAMO will be required to establish and maintain asafety management system, in accordance with DASR SMS.

NOTE: that 'Operating Organisation' is the 'Military Air Operator (MAO)' in Defencecontext.

AUS unique text retained NOTE: that 'Operating Organisation' is the 'Military Air Operator (MAO)' in Defencecontext.

AMC M.A.713 Changes to the approved continuing airworthiness organisationminor. adopted 'CAMO' abbreviation

AMC M.A.713 Changes to the CAMO

1. This paragraph covers scheduled changes to the continuing airworthinessorganisation’s approval. Whilst the requirements relating to military air operatorcertificates, including their issue, variation and continued validity, are prescribed in theappropriate regulation, Operating Organisations should be aware this paragraph isincluded in DASR M and may affect continued acceptance of the continuingairworthiness management.

Retain as AUS GM 1. This paragraph covers scheduled changes to the continuing airworthinessorganisation’s approval. Whilst the requirements relating to military air operatorcertificates, including their issue, variation and continued validity, are prescribed in theappropriate regulation, Operating Organisations should be aware this paragraph isincluded in DASR M and may affect continued acceptance of the continuingairworthiness management.

2. The primary purpose of this paragraph is to enable the continuing airworthinessorganisation to remain approved if agreed by the NMAA during negotiations about anyof the specified changes. Without this paragraph the approval would automatically besuspended in all cases.

Retain as AUS GM 2. The primary purpose of this paragraph is to enable the continuing airworthinessorganisation to remain approved if agreed by the NMAA during negotiations about anyof the specified changes. Without this paragraph the approval would automatically besuspended in all cases.

AMC M.A.714 Record-keeping AMC M.A.714 Record-keeping

1. The DASR M.A. Subpart G—Continuing Airworthiness Management Organisation,should ensure that it always receives a complete certificate of release to service (CRS)from the approved maintenance organisation or equivalent certifying staff such that therequired records can be retained. The system to keep the continuing airworthinessrecords should be described in the organisation continuing airworthiness managementexposition.

AUS unique text retained

1. The CAMO should ensure that it always receives a complete certificate of release toservice (CRS) from the DASR 145 or equivalent certifying staff such that the requiredrecords can be retained. The system to retain the continuing airworthiness recordsshould be described in the CAME.

2. When an organisation arranges for the relevant maintenance organisation to retaincopies of the continuing airworthiness records on its behalf, it will neverthelesscontinue to be responsible for the records under DASR M.A.714 relating to thepreservation of records. If it ceases to be the organisation of the aircraft, it also remainsresponsible for transferring the records to any other person or organisation managingcontinuing airworthiness of the aircraft.

minor. adopted EMAR formatting - intent remains 2. When a CAMO arranges for an DASR 145 AMO to retain copies of the DASR M.A.714

continuing airworthiness records on its behalf, the CAMO will nevertheless continue tobe responsible for their preservation. If another CAMO assumes responsibility formanaging the continuing airworthiness of an aircraft, then the original CAMO isresponsible for transferring the records.

3. Keeping continuing airworthiness records in a form acceptable to the NMAA means inpaper form or on a computer database or a combination of both methods. The recordshould remain legible throughout the required retention period.

no change3. Keeping continuing airworthiness records in a form acceptable to the NMAA means inpaper form or on a computer database or a combination of both methods. The recordshould remain legible throughout the required retention period.

minor. adopted EMAR reference to DASR M.A.305(h) to define 'readable and accessible'

‘Readable and accessible’ is defined in AMC DASR M.A.305(h).

4. Paper systems should use robust material which can withstand normal handling andfiling.

no change 4. Paper systems should use robust material which can withstand normal handling andfiling.

5. Computer systems should have at least one backup system which should be updatedwithin 24 hours of any new entry. Each terminal is required to contain programmesafeguards against the ability of unauthorised personnel to alter the database.

minor. Formatting5. Computer systems should have at least one backup system which should be updatedwithin 24 hours of any new entry. Each terminal is required to contain programsafeguards against the ability of unauthorised personnel to alter the database.

GM M.A.714 Record-keeping (AUS) GM M.A.714 Record-keeping (AUS)Other legislative requirements, overriding DASR, may require an organisation to keeprecords for a longer period of time.


GM M.A.715(a)(1) Continued validity of approval (AUS) GM M.A.715(a)(1) Continued validity of approval (AUS)

1. When during audits or by other means, evidence is found showing non-compliance tothe DASR M requirements, the NMAA shall take the following actions:

AUS unique text retained1. When during audits or by other means, evidence is found showing non-compliance tothe DASR M requirements, the NMAA shall take the following actions:

a. For level 1 findings, immediate action shall be taken by the NMAA to revoke, limit orsuspend in whole or in part, depending upon the extent of the level 1 finding, the CAMOapproval, until successful corrective action has been taken by the CAMO.

AUS unique text retaineda. For level 1 findings, immediate action shall be taken by the NMAA to revoke, limit orsuspend in whole or in part, depending upon the extent of the level 1 finding, the CAMOapproval, until successful corrective action has been taken by the CAMO.

b. For level 2 findings, the corrective action period granted by the NMAA must beappropriate to the nature of the finding but in any case initially must not be more thanthree months. In certain circumstances and subject to the nature of the finding theNMAA may extend the three month period subject to a satisfactory corrective actionplan agreed by the NMAA.

AUS unique text retained b. For level 2 findings, the corrective action period granted by the NMAA must beappropriate to the nature of the finding but in any case initially must not be more thanthree months. In certain circumstances and subject to the nature of the finding theNMAA may extend the three month period subject to a satisfactory corrective actionplan agreed by the NMAA.

c. Observations will not require immediate action by the holder of the CAMO approval.If appropriate, the NMAA will specify a compliance time.

AUS unique text retained c. Observations will not require immediate action by the holder of the CAMO approval.If appropriate, the NMAA will specify a compliance time.

Action shall be taken by the NMAA to suspend, in whole or part, the approval in case offailure to comply within the timescale granted by the NMAA.

AUS unique text retainedAction shall be taken by the NMAA to suspend, in whole or part, the approval in case offailure to comply within the timescale granted by the NMAA.

GM M.A.716(a) CAMO findings by the NMAA (AUS) GM M.A.716 CAMO findings by the NMAAminor. FormattingGreen to black

1. General

1. ‘Preventive action’ is the action to eliminate the cause of a potential non-compliance,or other undesirable potential situation.

minor. FormattingGreen to black

(a) Preventive action is the action to eliminate the cause of a potential non-compliance, or other undesirable potential situation.

2. ‘Corrective action’ is the action to eliminate or mitigate the root cause(s), and preventrecurrence of an existing detected non-compliance, or other undesirable condition orsituation. Proper determination of the root cause(s) is crucial for defining effectivecorrective actions to prevent reoccurrence.


(b) Corrective action is the action to eliminate or mitigate the root cause(s) and preventrecurrence of an existing detected non-compliance, or other undesirable condition orsituation. Proper determination of the root cause is crucial for defining effectivecorrective actions to prevent reoccurrence.

3. ‘Correction’ is the action to eliminate a detected non-compliance.minor. FormattingGreen to black

(c) Correction is the action to eliminate a detected non-compliance.

GM M.A.716(a)(1) CAMO findings by the NMAA (AUS)Moved to M.A.716 to align with EMAR

ROOT CAUSE ANALYSIS minor. Formatting 2. Root-cause analysis

1. It is important that the analysis does not primarily focus on establishing who or whatcaused the non-compliance but why it was caused. Establishing the root cause or causesof a non-compliance often requires an overarching view of the events andcircumstances that lead to it, to identify all possible systemic and contributing factors(regulatory, human factors, organisational, managerial, cultural, technical, etc.) inaddition to the direct factors. A narrow focus on single events or failures, or the use of asimple, linear model, such as fault tree, to identify the chain of events that lead to thenon-compliance may not properly reflect the complexity of the issue, and, therefore,bears the risk that important factors required to be addressed in order to preventreoccurrence will be ignored.

minor. FormattingGreen to black (a) It is important that the analysis does not primarily focus on establishing who or what

caused the non-compliance but why it was caused. Establishing the root- cause orcauses of a non-compliance often requires an overarching view of the events andcircumstances that lead to it, to identify all possible systemic and contributing factors(regulatory, human factors, organisational, managerial, cultural, technical, etc.) inaddition to the direct factors. A narrow focus on single events or failures, or the use of asimple method such as fault tree, to identify the chain of events that lead to the non-compliance may not properly reflect the complexity of the issue, and, therefore bearsthe risk that important factors required to be addressed in order to preventreoccurrence will be ignored.

2. Such inappropriate or partial root cause analysis often leads to defining ‘quick fixes’addressing the symptoms of the nonconformity only. A peer review of the results of theroot cause analysis may increase its reliability and objectivity.


(b) Such inappropriate or partial root-cause analysis often leads to defining ‘quick fixes’addressing the symptoms of the nonconformity only. A peer review of the results of theroot-cause analysis may increase its reliability and objectivity.

A system description of the organisation considering organisational structures,processes and their interfaces, procedures, staff, equipment, facilities, and theenvironment in which the organisation operates will support both effective root cause(reactive) and hazard (proactive) analysis.


(c) A system description of the organisation considering organisational structures,processes and their interfaces, procedures, staff, equipment, facilities and theenvironment in which the organisation operates will support both effective root- cause(reactive) and hazard (proactive) analysis.

GM M.A.716(a)(2) CAMO findings by the NMAA (AUS)The corrective action plan defined by the organisation should address the effects of thenon-compliance, as well as its root cause.

EMAR changed to AMC.AUS GM deleted

AMC M.A.716(a)2 CAMO findings by the NMAAminor. FormattingGreen to black

The corrective action plan defined by the CAMO should address the effects of the non- compliance, as well as its root cause.

GM M.A.716(c) CAMO findings by the NMAA (AUS) GM M.A.716(c) CAMO findings by the NMAA (AUS)

Further to the findings listed in DASR M.A.716(b) and DASR M.A.716(c), the NMAA maymake observations where it has been identified, by objective evidence, to containpotential problems that could lower the safety standard and possibly hazards the flightsafety. Observations do not require corrective action however if left unaddressed mayresult in subsequent findings by the NMAA.

AUS unique text retainedFurther to the findings listed in DASR M.A.716(b) and DASR M.A.716(c), the NMAA maymake observations where it has been identified, by objective evidence, to containpotential problems that could lower the safety standard and possibly hazards the flightsafety. Observations do not require corrective action however if left unaddressed mayresult in subsequent findings by the NMAA.

SUBPART H – CERTIFICATE OF RELEASE TO SERVICE - CRS SUBPART H - CERTIFICATE OF RELEASE TO SERVICE — CRSAMC M.A.801(b) Aircraft certificate of release to service (AUS) AUS unique text retained AMC M.A.801(b) Aircraft certificate of release to service (AUS)A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the aircraft operates a flight between scheduled maintenance checks.

AUS unique text retained A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the aircraft operates a flight between scheduled maintenance checks.

AMC M.A.801(f) Aircraft certificate of release to service (AUS) AUS unique text retained AMC M.A.801(f) Aircraft certificate of release to service (AUS)

1. The aircraft certificate of release to service should contain the following statement:AUS unique text retained

1. The aircraft certificate of release to service should contain the following statement:

a. ‘Certifies that the work specified except as otherwise specified was carried out inaccordance with DASR M and in respect to that work the aircraft is considered ready forrelease to service’.

AUS unique text retained a. ‘Certifies that the work specified except as otherwise specified was carried out inaccordance with DASR M and in respect to that work the aircraft is considered ready forrelease to service’.

2. The certificate of release to service should relate to the task specified in themanufacturer’s or Operating Organisation’s instruction or the aircraft maintenanceprogramme which itself may cross-refer to a manufacturer’s/Operating Organisation’sinstruction in a maintenance manual, service bulletin (SB) etc.

AUS unique text retained2. The certificate of release to service should relate to the task specified in themanufacturer’s or Operating Organisation’s instruction or the aircraft maintenanceprogramme which itself may cross-refer to a manufacturer’s/Operating Organisation’sinstruction in a maintenance manual, service bulletin (SB) etc.

3. The date such maintenance was carried out should include when the maintenancetook place relative to any life or overhaul limitation in terms of date/flyinghours/cycles/landings etc., as appropriate.

AUS unique text retained 3. The date such maintenance was carried out should include when the maintenancetook place relative to any life or overhaul limitation in terms of date/flyinghours/cycles/landings etc., as appropriate.

4. When extensive maintenance has been carried out, it is acceptable for the certificateof release to service to summarise the maintenance so long as there is a unique cross-reference to the work-pack containing full details of maintenance carried out.Dimensional information should be retained in the work-pack record.

AUS unique text retained4. When extensive maintenance has been carried out, it is acceptable for the certificateof release to service to summarise the maintenance so long as there is a unique cross-reference to the work-pack containing full details of maintenance carried out.Dimensional information should be retained in the work-pack record.

5. The person issuing the certificate of release to service should use their normalsignature except in the case where a computer release to service system is used. In thislatter case the NMAA will need to be satisfied that only the particular person canelectronically issue the release to service. One such method of compliance is the use ofa magnetic or optical personal card in conjunction with a personal identity number (PIN)known only to the individual, which is keyed into the computer. A certification stamp isoptional.

AUS unique text retained5. The person issuing the certificate of release to service should use their normalsignature except in the case where a computer release to service system is used. In thislatter case the NMAA will need to be satisfied that only the particular person canelectronically issue the release to service. One such method of compliance is the use ofa magnetic or optical personal card in conjunction with a personal identity number (PIN)known only to the individual, which is keyed into the computer. A certification stamp isoptional.

At the completion of all maintenance, owners, certifying staff, Operating Organisations and maintenance organisations should ensure they have a clear, concise, legible record of the work performed.

AUS unique text retained At the completion of all maintenance, owners, certifying staff, Operating Organisations and maintenance organisations should ensure they have a clear, concise, legible record of the work performed.

AMC M.A.801(g) Aircraft certificate of release to service (AUS) AUS unique text retained AMC M.A.801(g) Aircraft certificate of release to service (AUS)

1. Being unable to establish full compliance with sub-paragraph M.A.801 (b) means thatthe maintenance required by the M.A. Subpart G—Continuing AirworthinessManagement Organisation, could not be completed due either to running out ofavailable aircraft maintenance downtime for the scheduled check or by virtue of thecondition of the aircraft requiring additional maintenance downtime.

AUS unique text retained1. Being unable to establish full compliance with sub-paragraph M.A.801 (b) means thatthe maintenance required by the M.A. Subpart G—Continuing AirworthinessManagement Organisation, could not be completed due either to running out ofavailable aircraft maintenance downtime for the scheduled check or by virtue of thecondition of the aircraft requiring additional maintenance downtime.

2. The DASR M.A. Subpart G organisation is responsible for ensuring that all requiredmaintenance has been carried out before flight. Therefore the DASR M.A. Subpart Gorganisation should be informed and agree to the deferment of full compliance withDASR M.A.801(b). The certificate of release to service may then be issued subject todetails of the deferment, including the DASR M.A. Subpart G organisation authorisation,being endorsed on the certificate.

AUS unique text retained2. The DASR M.A. Subpart G organisation is responsible for ensuring that all requiredmaintenance has been carried out before flight. Therefore the DASR M.A. Subpart Gorganisation should be informed and agree to the deferment of full compliance withDASR M.A.801(b). The certificate of release to service may then be issued subject todetails of the deferment, including the DASR M.A. Subpart G organisation authorisation,being endorsed on the certificate.

3. If a certificate of release to service (CRS) is issued with incomplete maintenance arecord should be kept stating what action the mechanic, supervisor and certifying staffshould take to bring the matter to the attention of the DASR M.A. Subpart Gorganisation so that the issue may be discussed and resolved with the M.A. Subpart Gorganisation.

AUS unique text retained 3. If a certificate of release to service (CRS) is issued with incomplete maintenance arecord should be kept stating what action the mechanic, supervisor and certifying staffshould take to bring the matter to the attention of the DASR M.A. Subpart Gorganisation so that the issue may be discussed and resolved with the M.A. Subpart Gorganisation.

AMC M.A.801(h) Aircraft certificate of release to service (AUS) AUS unique text retained AMC M.A.801(h) Aircraft certificate of release to service (AUS)

1. 'Endanger flight safety’ means any instance where safe operation could not beassured or which could lead to an unsafe condition. It typically includes, but is notlimited to, significant cracking, deformation, corrosion or failure of primary structure,any evidence of burning (including overheating), electrical arcing, significant hydraulicfluid or fuel leakage and any emergency system or total system failure. An airworthinessdirective overdue for compliance is also considered a hazard to flight safety.

AUS unique text retained1. 'Endanger flight safety’ means any instance where safe operation could not beassured or which could lead to an unsafe condition. It typically includes, but is notlimited to, significant cracking, deformation, corrosion or failure of primary structure,any evidence of burning (including overheating), electrical arcing, significant hydraulicfluid or fuel leakage and any emergency system or total system failure. An airworthinessdirective overdue for compliance is also considered a hazard to flight safety.

2. For Aircraft Structural and Propulsion Systems Integrity, unless you have pre-approved data from a DASR 21J approved military design organisation, or equivalent (including pre-approved repairs in the Structural Repair manual, Service Bulletins, Airworthiness Directives, etc.), you should assume that any structural non-compliance to Critical Structure, Primary Structure or Principle Structural Elements (PSE), could ‘endanger flight safety’. Definition of what constitutes Critical Aircraft Structure may be found in the weapon system approved Aircraft Structural Integrity Management Plan (ASIMP), while Critical Propulsion System Parts may be found in the DASR GM DASR 21.A.41—Type-certificate and restricted type-certificate.

AUS unique text retained

2. For Aircraft Structural and Propulsion Systems Integrity, unless you have pre-approved data from a DASR 21J approved military design organisation, or equivalent (including pre-approved repairs in the Structural Repair manual, Service Bulletins, Airworthiness Directives, etc.), you should assume that any structural non-compliance to Critical Structure, Primary Structure or Principle Structural Elements (PSE), could ‘endanger flight safety’. Definition of what constitutes Critical Aircraft Structure may be found in the weapon system approved Aircraft Structural Integrity Management Plan (ASIMP), while Critical Propulsion System Parts may be found in the DASR GM DASR 21.A.41—Type-certificate and restricted type-certificate.

AMC M.A.802 Component certificate of release to service (AUS) AUS unique text retained AMC M.A.802 Component certificate of release to service (AUS)

When an approved organisation maintains an aircraft component for use by theorganisation, a DASR Form 1—Authorised Release Certificate, may not be necessarydepending upon the organisation’s internal release procedures, however all theinformation normally required for the DASR Form 1 should be adequately detailed inthe certificate of release to service (CRS).

AUS unique text retainedWhen an approved organisation maintains an aircraft component for use by theorganisation, a DASR Form 1—Authorised Release Certificate, may not be necessarydepending upon the organisation’s internal release procedures, however all theinformation normally required for the DASR Form 1 should be adequately detailed inthe certificate of release to service (CRS).

SUBPART I AIRWORTHINES REVIEW CERTIFICATEminor wording change 'Military' added and 'MARC'

SUBPART I - MILITARY AIRWORTHINESS REVIEW CERTIFICATE (MARC)

AMC M.A.901 Aircraft airworthiness review (AUS)

The initial airworthiness review is due within 12 months of the issue date of the aircraft's initial Military Restricted Certificate of Airworthiness (MRCoA) or Military Certificate of Airworthiness (MCoA). To support transition to DASR, a compliance grace period of three years exists from the release of provisional DASR. This assumes that the extant Certificate of Airworthiness (or equivalent Special Flight Permit (SFP) coverage) for individual Defence registered aircraft is valid at the time of DASR release. The compliance flexibility allows time for the NMAA, CAMO and contracted/tasked continuing airworthiness support organisations to develop the capability to perform airworthiness reviews and agree on a baseline of what is considered acceptable for individual aircraft. The following provides further clarity:

AUS unique text retainedThe initial airworthiness review is due within 12 months of the issue date of the aircraft's initial Military Restricted Certificate of Airworthiness (MRCoA) or Military Certificate of Airworthiness (MCoA). To support transition to DASR, a compliance grace period of three years exists from the release of provisional DASR. This assumes that the extant Certificate of Airworthiness (or equivalent Special Flight Permit (SFP) coverage) for individual Defence registered aircraft is valid at the time of DASR release. The compliance flexibility allows time for the NMAA, CAMO and contracted/tasked continuing airworthiness support organisations to develop the capability to perform airworthiness reviews and agree on a baseline of what is considered acceptable for individual aircraft. The following provides further clarity:

a. for aircraft on the Defence register operating under a Military Type-certificate at thetime of release of provisional DASR, then the initial military airworthiness review is duethree years from release of the provisional DASR,

AUS unique text retaineda. for aircraft on the Defence register operating under a Military Type-certificate at thetime of release of provisional DASR, then the initial military airworthiness review is duethree years from release of the provisional DASR,

b. for aircraft on the Defence register operating under a SFP at the time of release ofprovisional DASR, then the initial military airworthiness review is due on the latter of:

AUS unique text retainedb. for aircraft on the Defence register operating under a SFP at the time of release ofprovisional DASR, then the initial military airworthiness review is due on the latter of:

i. three years from release of the provisional DASR, or AUS unique text retained i. three years from release of the provisional DASR, or

ii. one year from the issue of a DASR MRCoA, or MCoA within the grace periodAUS unique text retained

ii. one year from the issue of a DASR MRCoA, or MCoA within the grace period

c. for aircraft to be loaded onto the Defence register during the three year grace period,then the initial military airworthiness review is due on the latter of:

AUS unique text retainedc. for aircraft to be loaded onto the Defence register during the three year grace period,then the initial military airworthiness review is due on the latter of:

i. three years from release of the provisional DASR; or AUS unique text retained i. three years from release of the provisional DASR; or

ii. one year from the issue of a DASR MRCoA, or DASR MCoA within the grace periodAUS unique text retained

ii. one year from the issue of a DASR MRCoA, or DASR MCoA within the grace period

d. for aircraft loaded onto the Defence register three years after the release ofprovisional DASR, then the initial military airworthiness review is due one year from theissue of a DASR MRCoA, or DASR MCoA.

AUS unique text retained d. for aircraft loaded onto the Defence register three years after the release ofprovisional DASR, then the initial military airworthiness review is due one year from theissue of a DASR MRCoA, or DASR MCoA.

GM M.A.901 Aircraft airworthiness review (AUS) GM M.A.901 Aircraft airworthiness review (AUS)In order to ensure the validity of the aircraft airworthiness certificate, DASR M.A.901 requires performing periodically an airworthiness review of the aircraft and its continuing airworthiness records, which results in the issuance of an airworthiness review certificate valid for one year.

AUS unique text retained In order to ensure the validity of the aircraft airworthiness certificate, DASR M.A.901 requires performing periodically an airworthiness review of the aircraft and its continuing airworthiness records, which results in the issuance of an airworthiness review certificate valid for one year.

Note the airworthiness review is a survey of individual aircraft tails and not an audit of the CAMO or CAMO processes. Issues associated with the CAMO or CAMO processes may be identified during the conduct of an aircraft airworthiness review, these issues should be raised and corrected through the quality system, not through the airworthiness review process.

AUS unique text retained Note the airworthiness review is a survey of individual aircraft tails and not an audit of the CAMO or CAMO processes. Issues associated with the CAMO or CAMO processes may be identified during the conduct of an aircraft airworthiness review, these issues should be raised and corrected through the quality system, not through the airworthiness review process.

AMC M.A.901(a) Aircraft airworthiness review AMC M.A.901(a) Aircraft airworthiness review

DASR Form 15a—Military Airworthiness Review Certificate - Issue Recommendation, is issued by the NMAA while DASR Form 15b—Military Airworthiness Review Certificate, is issued by a DASR M.A. Subpart G—Continuing Airworthiness Management Organisation.

minor wording changes - same intent.

DASR Form 15a is issued by the NMAA while DASR Form 15b is issued by a CAMO.

AMC M.A.901(c)(2) Aircraft airworthiness review AMC M.A.901(c)(2) Aircraft airworthiness review

The extension of the validity of the airworthiness review certificate does not require an airworthiness review subject to compliance with DASR M.A.901(k).

AUS unique text retainedThe extension of the validity of the airworthiness review certificate does not require an airworthiness review subject to compliance with DASR M.A.901(k).

It is acceptable for a CAMO to extend a MARC issued by another CAMO. AUS unique text retained It is acceptable for a CAMO to extend a MARC issued by another CAMO.To extend the validity of a MARC for a period of one year the aircraft should have remained within a controlled environment. An aircraft in a controlled environment is an aircraft:

AUS unique text retained To extend the validity of a MARC for a period of one year the aircraft should have remained within a controlled environment. An aircraft in a controlled environment is an aircraft:

i. continuously managed during the previous 12 months by a DASR M CAMO, andAUS unique text retained

i. continuously managed during the previous 12 months by a DASR M CAMO, and

ii. which has been maintained for the previous 12 months by maintenance organisations defined at DASR M.A.201(g) or DASR M.A.201(l).

AUS unique text retained ii. which has been maintained for the previous 12 months by maintenance organisations defined at DASR M.A.201(g) or DASR M.A.201(l).

It is acceptable to anticipate the extension of the airworthiness review certificate by a maximum of 30 days without a loss of continuity of the airworthiness review pattern, which means that the new expiration date is set up one year after the previous expiration date.

minor - change wording to MARCIt is acceptable to anticipate the extension of the MARC by a maximum of 30 dayswithout a loss of continuity of the airworthiness review pattern, which means that thenew expiration date is set up one year after the previous expiration date.

It is also acceptable to perform the extension of an airworthiness review certificate after its expiration date, as long as all the conditions for the extension are met. However, this means the following:

minor wording changesIt is also acceptable to perform the extension of a MARC after its expiration date, aslong as all the conditions for the extension are met. However, this means that:

The aircraft could not fly since the airworthiness review certificate expired until it isextended, and

minor wording changes · until the MARC is extended the aircraft cannot fly because the MARC has expired; and

The new expiration date (after extension) is set one year after the previous expirationdate (not one year after the extension is performed).

no change · the new expiration date (after extension) is set one year after the previous expiration date (not one year after the extension is performed).

AMC M.A.901(d) Aircraft airworthiness review AMC M.A.901(d) Aircraft airworthiness reviewThe recommendation sent to the NMAA should contain at least the items described below:

no change The recommendation sent to the NMAA should contain at least the items described below:

a. General information no change a. General information- DASR M.A. Subpart G—Continuing Airworthiness Management Organisation, information

minor wording change - CAMO used- CAMO information;

- owner/lessee information minor. wording changes - Operating Organisation information;

- date and place the document review and the aircraft survey were carried outno change

- date and place the document review and the aircraft survey were carried out;

- period and place the aircraft can be seen if required by the NMAA no change - period and place the aircraft can be seen if required by the NMAA.b. Aircraft information no change (b) Aircraft information- registration no change - registration;- type no change - type;- manufacturer no change - manufacturer;- serial number no change - serial number;- flight manual reference minor. wording changes - Aircraft Flight Manual reference;- weight and balance data minor. wording changes - weight and centre of gravity data;

- maintenance programme reference minor. wording changes - AMP reference;requirement added (already part ofMARC) = symmetry check data (ifapplicable).

- symmetry check data (if applicable).

(c) Documents accompanying the recommendationrequirement added (already part ofMARC) = Documents accompanying therecommendation

(c) Documents accompanying the recommendation

- copy of the Operating Organisation’s request for a new MARC.requirement added (already part ofMARC) = copy of Operating Organisation'srequest for a new MARC

- copy of the Operating Organisation’s request for a new MARC.

d. Aircraft status no change (d) Aircraft status

- aircraft total airframe hours, cycles and other relevant usage dataminor. wording changes - aircraft total flight hours and cycles or other service life consumption units if

applicable;- list of persons or organisations having carried out continuing airworthiness activities including maintenance tasks on the aircraft and its components since the last airworthiness review certificate

minor changes. - list of organisations having carried out continuing airworthiness activities includingmaintenance tasks on the aircraft and its components since the last MARC was issued.

e. Aircraft survey no change (e) Aircraft survey

- a precise list of the areas of the aircraft that were surveyed and their statusno change

- a precise list of the areas of the aircraft that were surveyed and their status.

f. Findings no change (f) Findings- a list of all the findings made during the airworthiness review with the corrective action carried out

no change - a list of all the findings made during the airworthiness review with the corrective action carried out

g. Statement no change (g) StatementA statement signed by the airworthiness review staff recommending the issue of anairworthiness review certificate.

minor. wording changes A statement signed by the airworthiness review staff recommending the issue of a MARC.

The statement should confirm that the aircraft in its current configuration complies withthe following:

no change The statement should confirm that the aircraft in its current configuration complies with the following:

- airworthiness directives up to the latest published issue, and; no change - Airworthiness Directives up to the latest published issue; and- type certificate datasheet, and; minor. wording changes - (Military) Type Certificate datasheet; andmaintenance programme, and; minor. wording changes - AMP; and- component service life limitations, and; no change - component service life limitations; and- the valid weight and balance statement reflecting the current configuration of theaircraft, and;

.- the valid weight and balance statement reflecting the current configuration of theaircraft, and;

- DASR 21 for all modifications and repairs, and;no change - DASR retained instead of EMAR

- DASR 21 for all modifications and repairs, and;

- the current flight manual including supplements, and; minor. Change - the current Aircraft Flight Manual including supplements; andrequirement added (already part ofMARC) = valid symmetry check schedule(if applicable).

- valid symmetry check schedule (if applicable); and

- operational requirements. no change - operational requirements.The above items should clearly state the exact reference of the data used in establishingcompliance; for instance the number and issue of the type certificate data sheet (TCDS)used, should be stated.

minor. Wording changes. The above items should clearly state the exact reference of the data used in establishingcompliance; for instance the number and issue of the (M)TC data sheet used should bestated.

The statement should also confirm that all of the above is properly entered and certifiedin the aircraft continuing airworthiness record system and/or in the aircraft technicallog.

no change The statement should also confirm that all of the above is properly entered and certifiedin the aircraft continuing airworthiness record system and/or in the aircraft technicallog.AMC M.A.901(g) Aircraft airworthiness reviewNOT APPLICABLE.

AMC M.A.901(j) Aircraft airworthiness reviewSuitable accommodation should include: no change Suitable accommodation should include:

a. an office with normal office equipment such as desks, telephones, photocopyingmachines etc, whereby the continuing airworthiness records can be reviewed.

no changea) an office with normal office equipment such as desks, telephones, photocopyingmachines etc. whereby the continuing airworthiness records can be reviewed.

b. a hangar when needed for the physical survey. no change b) a hangar when needed for the physical survey.The support of personnel appropriately qualified in accordance with DASR 66 or DASR145 national equivalent is necessary when the NMAA’s airworthiness review staff is notappropriately qualified.

minor. Wording changes.The support of personnel appropriately authorised in accordance with DASR 145.A.35 is necessary to assist with depanelling/panelling/functional checks etc.

GM M.A.905(a) Findings from an aircraft airworthiness review carried out by the NMAA (AUS)

GM2 M.A.905(a) Findings from an aircraft airworthiness review carried out by the NMAA (AUS)

If during aircraft surveys or by other means evidence is found showing non-complianceto a DASR M requirement, the NMAA shall take the following actions:

Changed to GM2 - AUS unique text retained

If during aircraft surveys or by other means evidence is found showing non-complianceto a DASR M requirement, the NMAA shall take the following actions:

a. for level 1 findings, the NMAA shall require appropriate corrective action to be takenbefore further flight and immediate action shall be taken by the NMAA to revoke orsuspend the airworthiness review certificate.


a. for level 1 findings, the NMAA shall require appropriate corrective action to be takenbefore further flight and immediate action shall be taken by the NMAA to revoke orsuspend the airworthiness review certificate.

b. for level 2 findings, the corrective action required by the NMAA shall be appropriateto the nature of the finding.


b. for level 2 findings, the corrective action required by the NMAA shall be appropriateto the nature of the finding.

GM M.A.905(a)(1) Findings from an aircraft airworthiness review carried out by the NMAA (AUS)

AMC M.A.905(a)1 Aircraft findings by the NMAA

Under DASR GM M.A.905(a), the proposed finding level and associated corrective action will determine whether the aircraft subject to the finding is permitted to continue flying until such time that the specific non-compliance with DASR M, or other condition as defined in DASR M.A.301(b), has been corrected.

minor. New AMC in lieu of AUS GM: intent remains The Operating Organisation should establish an effective system of communication with

operating locations to ensure the timely suspension of flight operations of the affectedaircraft.



ROOT CAUSE ANALYSIS AUS unique text retained ROOT CAUSE ANALYSIS

1. It is important that the analysis does not primarily focus on establishing who or whatcaused the non-compliance but why it was caused. Establishing the root cause or causesof a non-compliance often requires an overarching view of the events andcircumstances that lead to it, to identify all possible systemic and contributing factors(regulatory, human factors, organisational, managerial, cultural, technical, etc.) inaddition to the direct factors. A narrow focus on single events or failures, or the use of asimple, linear model, such as fault tree, to identify the chain of events that lead to thenon-compliance may not properly reflect the complexity of the issue, and, therefore,bears the risk that important factors required to be addressed in order to preventreoccurrence will be ignored.

AUS unique text retained1. It is important that the analysis does not primarily focus on establishing who or whatcaused the non-compliance but why it was caused. Establishing the root cause or causesof a non-compliance often requires an overarching view of the events andcircumstances that lead to it, to identify all possible systemic and contributing factors(regulatory, human factors, organisational, managerial, cultural, technical, etc.) inaddition to the direct factors. A narrow focus on single events or failures, or the use of asimple, linear model, such as fault tree, to identify the chain of events that lead to thenon-compliance may not properly reflect the complexity of the issue, and, therefore,bears the risk that important factors required to be addressed in order to preventreoccurrence will be ignored.

2. Such inappropriate or partial root cause analysis often leads to defining ‘quick fixes’addressing the symptoms of the nonconformity only. A peer review of the results of theroot cause analysis may increase its reliability and objectivity.

AUS unique text retained2. Such inappropriate or partial root cause analysis often leads to defining ‘quick fixes’addressing the symptoms of the nonconformity only. A peer review of the results of theroot cause analysis may increase its reliability and objectivity.

A system description of the organisation considering organisational structures,processes and their interfaces, procedures, staff, equipment, facilities, and theenvironment in which the organisation operates will support both effective root cause(reactive) and hazard (proactive) analysis.

AUS unique text retained A system description of the organisation considering organisational structures,processes and their interfaces, procedures, staff, equipment, facilities, and theenvironment in which the organisation operates will support both effective root cause(reactive) and hazard (proactive) analysis.


minor. New AMC in lieu of AUS GM: intent remains

AMC M.A.905(a)3 Aircraft findings by the NMAA

The corrective action plan defined by the organisation should address the effects of thenon-compliance, as well as its root cause.

minor. GM moved to AMC The corrective action plan defined by the Operating Organisation/CAMO should address the effects of the non-compliance, as well as its root cause.AMC M.A.905(b) Aircraft findings by the NMAA

minor. New AMC to be adopted. Strengthens need to conduct robust 'finding' investigations on level 1 findings - no change in intent

The Operating Organisation should consider at least the following:


(a) Probable root cause and contributory factors;


(b) Applicability of those to other aircraft under its responsibility;


(c) Other factors that could potentially lead to unsafe condition(s) in those other aircraft.

minor. adopted EMAR GM to reference GM M.A.716 'aircraft findings' - no change to intent

GM M.A.905(a) Aircraft findings by the NMAA

minor. adopted EMAR GM to reference GM M.A.716 'aircraft findings' - no change to intent

See GM DASR M.A.716 for further guidance.

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