EASA Compliant Aircraft Maintenance Program – Review of Critical Items Part 1

1/ Review of Certification Statement

A Statement signed by the AM / NP similar to the following should be evident

2/ Baseline Utilisation

Check periods for anticipated utilisation; include a utilisation tolerance of not more than 25%. Where utilisation cannot be anticipated, calendar time limits should also be included

The MRB will identify a ‘typical’ flight profile for their product. Consider an aircraft type might reasonably expect a normal profile of about seven Flying Hours to one Flight Cycle (depending on the A/C) as well expected normal annual utilisation.

Operators are required to state their expected annual utilisation in the Maintenance Schedule. Part of the annual review of effectiveness is to determine that this figure remains within plus or minus 25% of that figure. If the deviation is out of the 25% range, the responsible Operator should conduct a review of the Maintenance Schedule with the TCH to see if any amendment is required.

3/ Escalation Procedures – Procedures for escalation where applicable & acceptable to the CAA

Under controlled conditions, an operator may use a short term escalation(overrun) for an individual component, engine, or aircraft without affecting safety. These procedures require approval and close monitoring to ensure that they do not conceal unsound maintenance practices, maintenance program deficiencies, or poor management decisions.

What would drive a De- Escalation?

4/ Pre-flight

a) Maintenance tasks that are accomplished by maintenance staff (How managed?)

b) Flight Crew Authorisation – How managed?)

5/ Source of AMP

Consider AMP Content – MPD (Consider the process by which any deviations may have been developed – ref to source and original MRBR reference)

The MPD scheduled maintenance tasks should not be considered as all-inclusive. Each individual airline has final responsibility to decide what to do and when to do it, except for those maintenance requirements identified as “Airworthiness Limitations” (AL) or “Certification Maintenance Requirements” (CMR).

Additional requirements in the form of Service Letters, Service Bulletins and Airworthiness Directives are the responsibility of the individual airline to incorporate.

Maintenance tasks recommended in engine, APU, and vendor manuals should also be considered.

6/ Ageing Aircraft

The TCH is responsible for developing the ageing aircraft structures programme for each aircraft type, detailing the actions necessary to maintain airworthiness. Other DAH should develop programmes or actions appropriate to the modification/repair for which they hold approval, unless addressed by the TCH. All DAHs will be responsible for monitoring the effectiveness of their specific programme, and to amend the programme as necessary.

(ii) The Operator is responsible for incorporating approved DAH actions necessary to maintain airworthiness into its aircraft specific maintenance programmes, in accordance with Part-M.

(iii) The competent authority of the state of registry is responsible for ensuring the implementation of the ageing aircraft programme by their operators.

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