The maintenance of each aircraft subject to Part M shall be organised in accordance with an Aircraft Maintenance Programme (AMP). The AMP should be developed in accordance with the criteria laid down in Part M M.A.302.
Who is responsible for ensuring that the aircraft is maintained in accordance with the AMP?
The registered owner is responsible for ensuring that;
- The aircraft is maintained in an airworthy condition;
- Any operational and emergency equipment fitted is correctly installed and serviceable;
- The Airworthiness Review Certificate remains valid;
- The maintenance of the aircraft is performed in accordance with the Aircraft Maintenance Programme (AMP).
The owner may contract the tasks associated with the continuing airworthiness (e.g. maintenance planning) to a Continuing Airworthiness Management Organisation (CAMO) or Combined Airworthiness Organisation (CAO). In this case, the CAMO/CAO assumes responsibility for the proper accomplishment of the contracted tasks.
Who can certify maintenance?
Complex motor-powered aircraft must be maintained by an appropriately approved EASA Part 145 organisation.
FAA policy deviation memorandum on the use on FAA Form 8130-3
On June 24,2016, the Federal Aviation Administration (FAA) issued a policy deviation memorandum for FAA Order 8130.21H, Procedures/or Completion and Use o/the Authorized Release Certificate, FAA Form 8130-3, Airworthiness Approval Tag, Change 1.
The memorandum provides a deviation to allow an authorized individual to issue the FAA Form 8130-3, Authorized Release Certificate for the purpose of exporting an engine, propeller, or article without the use of the statement, "Export airworthiness approval - This engine/propeller/article meets the special requirements of (enter country)," in block 12.
However, an exporter must continue to include any other statements required by FAA Order 8130.21 and the applicable bilateral agreements. For example, "This PMA part is not a critical component."
EASA (Certification Directorate) has reviewed the above mentioned memorandum and assessed its impact on the TIP. It was concluded that it is not necessary to revise the TIP as the TIP does not refer to the Export Statement that the memorandum allows to remove.
Please see below files with the exchanged letters between EASA and FAA supporting the above summary.