CAR-M

SUBPART A GENERAL

M.A.101 Scope

Subpart B ACCOUNTABILITY

M.A.201 Responsibilities

M.A.202 Occurrence Reporting

Subpart C CONTINUING AIRWORTHINESS

M.A.301 Continuing Airworthiness Tasks

M.A.302 Maintenance Programme

GM M.A.302(a) Aircraft maintenance programme

GM M.A.302(h) Aircraft maintenance programme

M.A.303 Airworthiness Directives

M.A.304 Data for Modifications and Repairs

M.A.305 Aircraft Continuing Airworthiness Record System

M.A.306 Aircraft Technical Log System

M.A.307 Transfer of Aircraft Continuing Airworthiness Records

Subpart D MAINTENANCE STANDARDS

M.A.401 Maintenance Data

M.A.402 Performance of Maintenance

M.A.403 Aircraft defects

Subpart E COMPONENTS

M.A.501 Installation

M.A.502 Component maintenance

M.A.503 Service Life Limited Components

M.A.504 Control of Unserviceable Components

Subpart F MAINTENANCE ORGANISATION

M.A.601 Scope

M.A.602 Application

M.A.603 Extent Of Approval

M.A.604 Maintenance Organisation Manual

M.A.605 Facilities

M.A.606 Personnel Requirements

M.A.607 Certifying staff and airworthiness review staff

M.A.608 Components, Equipment and Tools

M.A.609 Maintenance Data

M.A.610 Maintenance Work Orders

M.A.611 Maintenance Standards

M.A.612 Aircraft Certificate of Release to Service

M.A.613 Component Certificate of Release to Service

M.A.614 Maintenance Records and airworthiness review record.

M.A.615 Privileges of the Organisation

M.A.616 Organisational Review

M.A.617 Changes to the Approved Maintenance Organisation

M.A.618 Continued Validity of Approval

M.A.619 Findings

Subpart G CONTINUING AIRWORTHINESS MANAGEMENT

ORGANISATION

M.A.701 Scope

M.A.702 Application

M.A.703 Extent of Approval

M.A.704 Continuing Airworthiness Management Exposition

M.A.705 Facilities
M.A.706 Personnel Requirements

M.A.707 Airworthiness Review Staff

M.A.708 Continuing Airworthiness Management

M.A.709 Documentation

M.A.710 Airworthiness Review

M.A.711 Privileges of the Organisation

M.A.712 Quality System

M.A.713 Changes to Approved Continuing Airworthiness

M.A.714 Record-Keeping

M.A.715 Continued Validity of Approval

M.A.716 Findings

Subpart H CERTIFICATE OF RELEASE TO SERVICE CRS

M.A.801 Aircraft Certificate of Release to Service

M.A.802 Component Certificate of Release to Service

M.A.803 Pilot-Owner Authorization

Subpart I AIRWORTHINESS REVIEW CERTIFICATE

M.A.901 Aircraft Airworthiness Review

M.A.902 Validity of the Airworthiness Review Certificate

M.A.903 Transfer of Aircraft Registration within India

M.A.904 Airworthiness Review of Aircraft Imported into India

M.A.905 Findings
FOREWARD

Rule 50A of the Aircraft Rules 1937 stipulates the conditions necessary for a Certificate of
Airworthiness to remaining in force i.e. to keep the aircraft in a state of continued airworthiness

The CAR-M also specifies conditions of issuing, maintaining, amending, suspending or revoking
certificates attesting such compliance

Initial Issue (Revision 0) 31stJuly 2010

Revision 1 15th February 2015

GENERAL

1)What is Category 1 Light Aircraft?

(i)an aeroplane, sailplane or powered sailplane with a Maximum Take-off Mass (MTOM) less
than 1000 kg that is not classified as complex motorpowered aircraft

(ii).a balloon with a maximum design lifting gas or hot air volume of not more than 3400 m3 for
hot air balloons, 1050 m3 for gas balloons, 300 m3 for tethered gas balloons.

(iii).an airship designed for not more than two occupants and a maximum

design lifting gas or hot air volume of not more than 2500 m3 for hot

air airships and 1000 m3 for gas airships

2)What is CAR Category 2 Light Aircraft "?

(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 2 000 kg or less that is not
classified as complex motor-powered aircraft;

(ii) a sailplane or powered sailplane of 2 000 kg MTOM or less;

(iii) a balloon;

(iv) a hot air ship;

(v) a gas airship complying with all of the following characteristics:

3 % maximum static heaviness,

non-vectored thrust (except reverse thrust),

conventional and simple design of structure, control system and ballonet system, and

non-power assisted controls;

(vi) a Very Light Rotorcraft.

Revision 1 to this CAR is effective from 30th June 2015.

CAR Issue-2 is effective forthwith. Existing aircraft operators and approved organisations shall
demonstrate compliance within six months of publication of this revision

SUBPART B-ACCOUNTABILITY

1)Who is reponsible for airworthy of aircraft?

The owner is responsible for the continuing airworthiness of an aircraft and shall ensure that no
flight takes place unless:

1. the aircraft is maintained in an airworthy condition,

2. any operational and emergency equipment fitted is correctly installed and serviceable or
clearly identified as unserviceable,

3. the airworthiness certificate remains valid, and;

4. the maintenance of aircraft is performed in accordance with the approved maintenance

programme as specified in M.A.302.

2)What happens when aircraft is leased?

When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if:

1. the lessee is stipulated on the registration document, or;

2. detailed in the leasing contract.

3)Who performs preflight inspection?

the operator shall be responsible for the satisfactory accomplishment of the pre-flight inspection.
This inspection must be carried out by the pilot or another qualified person but need not be
carried out by an approved maintenance organization or by CAR 66 certifying staff

4)What is the reponsibility of continuing airworthiness of aircraft?

In the case of aircraft used by air operator certified

For complex motor-powered aircraft used for commercial specialised operations, or commercial
air transport, or commercial approved training organisations and non-commercial

For other than complex motor-powered aircraft, used for commercial specialised operations, or
commercial air transport and non commercial

the operator shall ensure that

(2) the tasks associated with continuing airworthiness are performed by an approved continuing
airworthiness management organisation. When the operator is not continuing airworthiness
management organisation approved itself then the operator shall establish a written contract in
accordance with Appendix I with such an organisation, and

(3) the continuing airworthiness management organisation is approved in accordance with CAR
-145 for the maintenance of the aircraft and components for installation thereon, or it has
established a contract in accordance with M.A.708(c) with such organisations

5)Following which section and series operator produce SMS manual?

The operator shall establish and follow safety management system as per CAR Section 1 Series C
Part I

6)Do ground icing/de-icing requires approval?

The performance of ground de-icing and anti-icing activities does not require a Part-145
maintenance organisation approval. Nevertheless, inspections required detecting and when
necessary, removing de-icing and/or anti-icing fluid residues are considered maintenance. Such
inspections may only be carried out by suitably authorised personnel

Important point

*) An air operator certified in accordance with Schedule XI of aircraft rule1937, only needs to
hold a CAMO approval as part of its air operator

7)When should operator should have his own CAMO?

if the scheduled commuter operation is conducted combined with complex motor aircraft or
helicopter, the operator is required to have his won CAMO approval to manage the Continuing
Airworthiness of the Aircraft. The approval to carry out airworthiness review is optional.

8)What is commercial ATO?

*)Commercial ATO refers to flying training organisation(s) certified in accordance DGCA

regulation which operate aircraft for commercial purposes in order to provide Flight Crew
Licence (FCL) training courses.

9)Who is reponsible in deviation in AMP?

In the case of declaration by the owner/operator, a statement in the contract making clear that
the owner/operator assumes full responsibility for any deviations introduced to the maintenance
programme proposed by the continuing airworthiness management organization /maintenance
organization

10)To whom occurence report should be submitted?

Where the person or organisation maintaining the aircraft is contracted by an owner or an

operator to carry out maintenance, the person or the organisation maintaining the aircraft shall
also report to the owner, the operator or the continuing airworthiness management organisation
any such condition affecting the owner's or the operator's aircraft or component

Reports shall be made as soon as practicable, but in any case within 72 hours of the person or
organisation identifying the condition to which the report relates

In respect of maintenance, reporting a condition which endangers flight safety the aircraft is
normally limited to:

- serious cracks, permanent deformation, burning or serious corrosion of structure found during
scheduled maintenance of the aircraft or component.

- failure of any emergency system during scheduled testing.

Print pg 23,25,26

SUBPART C-CONTINUING AIRWORTHINESS

1)How aircraft airworthiness,serviceability of operational emergency

equipment shall be ensured?

The aircraft continuing airworthiness and the serviceability of both operational and emergency
equipment shall be ensured by:

1. the accomplishment of pre-flight inspections;

2. the rectification in accordance with the data specified in point M.A. 304

3. the accomplishment of all maintenance, in accordance with the M.A.302 aircraft maintenance
programme;

4. the accomplishment of any applicable:

i. airworthiness directive,

ii. operational directive with a continuing airworthiness impact,

iii. continued airworthiness requirement established by DGCA,

5. the accomplishment of modifications and repairs in accordance with M.A.304;

2)What is pre-flight inspection and what does it include?

the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the
aircraft is fit to make the intended flight

These should typically include but are not necessarily limited to:

a) a walk-around type inspection of the aircraft and its emergency equipment

b)an inspection of the aircraft continuing airworthiness record system or the operators technical
log

c) control that all doors are securely fastened.

d) control that control surface and landing gear locks, pitot/static covers, restraint devices and
engine/aperture blanks have been removed

e) control that all the aircrafts external surfaces and engines are free from ice, snow, sand, dust
etc

f) Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the
pre-flight inspection.

The training standard for personnel performing the preflight inspection should be described in
the continuing airworthiness management exposition.

3)What do you mean by deffered and carried defect?

Deferred defects are defined as those defects reported in operational service which is deferred
for later rectification.

Carried forward defects are defined as those defects arising during maintenance which are
carried forward for rectification at a later maintenance input

deferred defect rectification should be made known to the pilot/flight crew prior to their arrival
at the aircraft.

*) minimum equipment list (MEL)

*) configuration deviation list (CDL)

*)extended twin engine operations(ETOPS)

*)long range operations(LROPS)

*)reduced vertical separation minimum(RVSM)

*)all weather operations(AWOPS)

*) certification maintenance requirements (CMR)

*)Critical Design Configuration Control Limitations (CDCCL)

*)Aircraft operator certificate(AOC)

*)Supplemental Type Certificate (STC)

*) Structural Repair Manual (SRM)

4)What does defect monitor system should provide?

The defect monitor system should provide for:

A) significant incidents and defects

B) repetitive incidents and defects

C) deferred and carried forward defects

D) unscheduled removals and system performance

Imortant point

*)When the continuing airworthiness of the aircraft is managed by a continuing airworthiness

management organisation approved in accordance with Section A, Subpart G of CAR-M, or when
there is a limited contract between the owner and this organisation in accordance with
pointM.A.201(e)(3) the aircraft maintenance programme and its amendments may be approved
through an indirect approval procedure.

5)What do you mean by non-mandatory information?

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 DGCA.

6)What are the requirements to establish AMP?

The aircraft maintenance programme must establish compliance with:

(i) instructions issued by DGCA.

(ii) instructions for continuing airworthiness

- issued by the holders of the type certificate, restricted type-certificate, supplemental

type-certificate, major repair design approval, TSO authorisation or any other relevant approval
issued under CAR 21/EASA 21/FAR 21 and

For complex motor-powered, when the maintenance programme is based on maintenance

steering group logic or on condition monitoring, the aircraft maintenance programme shall
include a reliability programme

AMP shall include

Airworthiness Limitation Section (ALS)

Instructions for Continued Airworthiness (ICA)

Type Certificate Data Sheet (TCDS)

The aircraft maintenance programme shall be reviewed at least annually.

7)When and by whom AMP is reviewed?

 by the person who performs the airworthiness review of the aircraft in accordance with point
M. A.710(ga), or

by the M.A. Subpart G organisation managing the continuing airworthiness of the aircraft in
those cases where the review of the maintenance programme is not performed in conjunction
with an airworthiness review.

Important point

*) Where an owner or operator wishes to change from one approved programme to other, a
transfer check or inspection may need to be performed in order to implement the change.

8)What is requirement for operators maintenance program(OMP)?

*)An owner or operators maintenance programme should normally be based upon the
maintenance review board (MRB) report where applicable, the maintenance planning
document (MPD)

Some approved aircraft maintenance programmes, not developed from the MRB process, utilise
reliability programmes

Furthermore, an owner or operators maintenance programme should also take into account any
maintenance data containing information on scheduling for components .

9)Why should reliability program should be developed and what is its

advantage?

Reliability programmes should be developed for aircraft maintenance programmes based upon
maintenance steering group (MSG) logic or those that include condition monitored
components or that do not contain overhaul time periods for all significant system components

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

A reliability programme provides an appropriate means of monitoring the effectiveness of the

maintenance programme

Important point

*)Aircraft Continuing Airworthiness Monitoring (ACAM) inspections in accordance with

M.B.303

10)Maintenance inspection programme is applicable to which type of

aircraft and when it should be reviewed?

an acceptable Minimum Inspection Programme for the following categories of Category 1

aircraft not involved in commercial operations:

Category 1 aeroplanes;
 Category 1 sailplanes and Category 1 powered sailplanes; and

Category 1 hot-air balloons.

Although this AMC does not contain an acceptable Minimum Inspection Programme for gas
balloons

*)Minimum Inspection Programme for Category 1 aeroplanes not involved in commercial

operations

To be performed every annual/100 h interval, whichever comes first.

A tolerance of one month or 10 h may be applied.

11)By using which information modification and repair can be carried

out?

Damage shall be assessed and modifications and repairs carried out using

(a) data approved by DGCA; or

(b) data by an approved by CAR 21/ EASA Part 21/ FAA Part 21 design organization

Procedure for modification and repairs has been described in Airworthiness Advisory
Circular(AAC) No.2 of 2013

12)What is issued after completion of every maintenance?

*)At the completion of any maintenance, the certificate of release to service required by point
M.A.801 or point 145.A.50 shall be entered in the aircraft continuing airworthiness records.
Each entry shall be made as soon as practicable but in no case more than 30 days after the day
of maintenance action.

13)How long records should be preserved?

maintenance records-36 months

Technical log book -36months

the total time in service (hours,calander time,cycles and landings) of the aircraft and all
life-limited components-12months

the current status of airworthiness directives applicable to the aircraft and

components-12months

details of current modifications and repairs to the aircraft, engine(s), propeller(s) and any other
component vital to flight safety-12months

*)records maintained in paper system should be of robust material Computer system should be
updated at least 24hrs of any maintenance
14)What do you mean by service life of limited components?

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.

15)What do you mean by component vital to flight safety?

component vital to flight safety means a component that includes certified life limited parts or
is subject to airworthiness limitations or a major component such as, undercarriage or flight
controls.

16)How many sections does aircraft technical book has?

*)The aircraft technical log book contains 5sections they are:

Section 1

should contain details of the registered name and address of the operator the aircraft type and
the complete international registration marks of the aircraft.

Section 2

should contain details of when the next scheduled maintenance is due,

Section 3

should contain details of all information considered necessary to ensure continued flight safety.

Section 4

should contain details of all deferred defects that affect or may affect the safe operation of the
aircraft and should therefore be known to the aircraft commander.

Section 5

should contain any necessary maintenance support information that the aircraft commander
needs to know

17)Explain transfer of aircraft continuing airworthiness records?

The owner or operator shall ensure when an aircraft is permanently transferred from one owner
or operator to another that the M.A.305 continuing airworthiness records and, if applicable,
M.A.306 operator's technical log is also transferred.

A permanent transfer does not generally include the dry lease-out of an aircraft when the
duration of the lease agreement is less than 6 months. However DGCA should be satisfied that all
continuing airworthiness records necessary for the duration of the lease agreement are
transferred to the lessee or made accessible to them.

SUBPART D-MAINTENANCE STANDARDS

1)What is the data used for maintenance?

For the purposes of this CAR, applicable maintenance data is:

1. any applicable requirement, procedure, standard or information issued by DGCA,

2. any applicable airworthiness directive,

3. applicable instructions for continuing airworthiness, issued by type certificate holders,

supplementary type certificate holders and any other organisation that publishes such data in
accordance with CAR 21.

4. any applicable data issued in accordance with 145.A.45(d).

2)What does each person of organisation have access to?

each person or organisation performing aircraft maintenance should have access to and use:

a) The regulations on continuing airworthiness of aircraft, associated AMCs and GM.

b) all applicable maintenance requirements and notices

c) all applicable airworthiness directives,

d) the appropriate sections of the aircraft maintenance programme, aircraft maintenance

manual and other manuals

for components each organisation performing aircraft maintenance should hold and use the
appropriate sections of the vendor maintenance and repair manual, service bulletins and
service letters plus any document issued by the type certificate holder as maintenance data
on whose product the component may be fitted when applicable

3)What data is made available to personnel?

Data being made available to personnel maintaining aircraft means that the data should be
available in close proximity to the aircraft or component being maintained, for mechanics and
certifying staff to perform maintenance.

4)How information does worksheet contains?

*)The workcard/worksheet system may take the form of, but is not limited to, the following:

^)a format where the AME writes the defect and the maintenance action taken together with
information of the maintenance data used, including its revision status,
 ^) an aircraft log book that contains the reports of defects and the actions taken by authorised
personnel together with information of the maintenance data used, including its revision status,

^)for maintenance checks, the checklist issued by the manufacturer

Important point

*)use the methods,techniques,standards,instructions,tools,equipment and material specified in

M.A 401 maintenance data.

5)How maintenance data should be kept upto date?

*)Maintenance data should be kept up to date by:

-subscribing to the applicable amendment scheme,

-checking that all amendments are being received,

-monitoring the amendment status of all data.

6)Explain about independent inspection.

Independent inspection is one possible error-capturing method. It consists of an inspection

performed by an independent qualified person of a task carried out by an authorised person,
taking into account that:

(1) the authorised person is the person who performs the task or supervises the task and
assumes the full responsibility for the completion of the task in accordance with the applicable
maintenance data;

(2) the independent qualified person is the person who performs the independent inspection
and attests the satisfactory completion of the task and that no deficiencies have been found. The
independent qualified person does not issue a certificate of release to service, therefore he/she
is not required to hold certification privileges;

(3) the certificate of release to service is issued by the authorised person after the independent
inspection has been carried out satisfactorily;

*)Maintenance should be performed by persons authorised to issue a certificate of release to

service or under the supervision of persons authorised to issue a certificate of release to service.

7)What qualification does personnel performing independent inspection

should have?

(i) holding a CAR-66 licence in the same subcategory as the licence subcategory or equivalent
necessary to release or sign off the critical maintenance task; CAR M 77 Issue 2 dated 20 January
2017

(ii) holding a CAR-66 licence in the same category and specific training in the task to be inspected;
or
(iii) having received appropriate training and having gained relevant experience in the specific
task to be inspected.

(2) When the work is performed outside a CAR-M Subpart F organisation:

(i) the independent qualified person should hold:

(A) a CAR-66 licence in any category or an equivalent national qualification when national
regulations apply; or

(B) a valid pilot licence for the aircraft type issued in accordance with DGCA regulations or an
equivalent national qualification when national regulations apply;

8)What is re-inspection?

Reinspection is subject to the same conditions as the independent inspection is, except that the
authorised person performing the maintenance task is also acting as independent qualified
person and performs the inspection

when only one person is available, then this person should perform reinspection of the tasks as
described in AMC2 M.A.402 (h).

9)What does person issuing CRS should ensure people working under
him?

The person authorised to issue a certificate of release to service should ensure that:

(a) each person working under his/her supervision has received appropriate training or has
relevant previous experience and is capable of performing the required task; and

(b) each person who performs specialised tasks, such as welding, is qualified in accordance to an
officially recognised standard

Important point

*)In the case of limited Pilot-owner maintenance, as specified in M.A.803, any person
maintaining an aircraft which they own individually or jointly, provided they hold a valid pilot
licence with the appropriate type or class rating, may perform the limited Pilot-owner
maintenance tasks in accordance with Appendix VIII to this CAR.

10)What is official recognised standard mean?

officially recognised standards means those standards established or published by an official

body, being either a natural or legal person, and which are widely recognised by the air transport
sector as constituting good practice.

11)What measure to be taken to reduce errors?

*)To minimise the risk of multiple errors and to prevent omissions, the person or organisation
performing maintenance should ensure that:
(1) every maintenance task is signed off only after completion;

(2) the grouping of tasks for the purpose of sign-off allows critical steps to be clearly identified;
and

(3) any work performed by personnel under supervision (i.e. temporary staff, trainees) is
checked and signed off by an authorised person.

12)To identify critical maintenance tasks what data resources are used?

*)Several data sources may be used for the identification of critical maintenance tasks, such as:

information from the design approval holder;

accident reports;

investigation and follow-up of incidents;

occurrence reporting;

flight data analysis;

results of audits;

normal operations monitoring schemes;

feedback from training; and

information exchange systems.

13)Explain rectification of defects

Only the authorised certifying staff, according to points M.A.801(b)1, M.A.801(b)2, M.A.801(c),
M.A.801(d) or CAR 145 can decide, using M.A.401 maintenance data, whether an aircraft
defect hazards seriously the flight safety and therefore decide when and which rectification
action shall be taken before further flight and which defect rectification can be deferred.
However, this does not apply when the MEL is used by the pilot or by the authorised certifying
staff.

Any defect not rectified before flight shall be recorded in the M.A.305 aircraft maintenance
record system or M.A.306 operator's technical log system as applicable

SUBPART E-COMPONENTS

1)What checks to be performed on a component before installation?

To ensure a component is in a satisfactory condition, the person referred to under M.A.801 or

the approved maintenance organisation should perform checks and verifications.
a) verify the general condition of components and their packaging in relation to damages that
could affect the integrity of the components;

b) verify that the shelf life of the component has not expired;

c) verify that items are received in the appropriate package in respect of the type of component:
e.g. correct ATA 300 or electrostatic sensitive devices packaging, when necessary

d) verify that component has all plugs and caps appropriately installed to prevent damage or
internal contamination

The fitment of a replacement components/material should only take place when the person
referred to in M.A.801 or the M.A. Subpart F or CAR 145 maintenance organisation is
satisfied that such components meet required standards in respect of manufacture or
maintenance, as appropriate.

2)What is the use of CA Form 1?

The purpose of the CA Form 1 (see also CAR M Appendix II) is to release components after
manufacture and to release maintenance work carried out on such components under the
approval of a DGCA and to allow components removed from one aircraft/component to be fitted
to another aircraft/ component

a document equivalent to a CA Form 1 may be:

- a release document issued by an organisation under the terms of a bilateral agreement signed
by DGCA

- EASA Form ONE

- FAA Form 8130-3

any item in storage without CA Form 1 or equivalent cannot be installed on aircraft registered in
India unless CA Form 1 is issued for such item by an appropriately approved maintenance
organisation in accordance with AMC M.A.613 (a)

3)Explain the difference with consumable material and raw material and
what documents should be with it?

Consumable material is any material which is only used once, such as lubricants, cements,
compounds, paints, chemicals dyes and sealants etc.

Raw material is any material that requires further work to make it into a component part of the
aircraft such as metals, plastics, wood, fabric etc.

CA form 1 or equivalent should not be issued for material and therefore none should be
expected. The material specification is normally identified in the (S)TC holders data except in the
case where DGCA has agreed otherwise
The documentation accompanying the material should contain the applicable
specification/standard, P/N, batch number, supplied quantity, and the manufacturing sources.

Important point

*)Component removal from and installation on an aircraft is considered to be aircraft

maintenance and not component maintenance

4)When component considered to be un servicible?

A component shall be considered unserviceable in any one of the following circumstances:

1. expiry of the service life limit as defined in the maintenance program;

2. non-compliance with the applicable airworthiness directives and other continued

airworthiness requirement mandated by DGCA;

3. absence of the necessary information to determine the airworthiness status or eligibility for
installation;

4. evidence of defects or malfunctions;

5. involvement in an incident or accident likely to affect its serviceability.

5)When component considered to be un-salavgeable

Components which have reached their certified life limit or contain a nonrepairable defect shall
be classified as unsalvageable and shall not be permitted to re-enter the component supply
system

*)The following types of components should typically be classified as unsalvageable:

a) components with non-repairable defects, whether visible or not to the naked eye;

b) components that do not meet design specifications, and cannot be brought into conformity
with such specifications;

c) components subjected to unacceptable modification or rework that is irreversible;

d) certified life-limited parts that have reached or exceeded their certified life limits, or have
missing or incomplete records;

e) components that cannot be returned to airworthy condition due to exposure to extreme

forces, heat or adverse environment;

f) components for which conformity with an applicable airworthiness directive cannot be

accomplished;

g) components for which continuing airworthiness records and/or traceability to the

manufacturer can not be retrieved.
Important point

*)M.A.801(b)(2) and M A 801 (c) certifying staff or the Section A Subpart F approved
maintenance organisation performing maintenance should ensure proper identification of any
unserviceable components.

6)How mutilation of components is accomplished and what are the less

successful methods of mutilation?

Mutilation may be accomplished by one or a combination of the following procedures:

(a) grinding,

(b) burning,

(c) removal of a major lug or other integral feature,

(d) permanent distortion of parts,

(e) cutting a hole with cutting torch or saw,

(f) melting,

(g) sawing into many small pieces,

(h) any other method accepted by DGCA on a case by case basis.

The following procedures are examples of mutilation that are often less successful
because they may not be consistently effective:

(a) stamping or vibro-etching,

(b) spraying with paint

(c) small distortions, incisions or hammer marks,

(d) identification by tag or markings,

(e) drilling small holes

(f) sawing in two pieces only.

7)What measures to be taken so that un-salavgeable components do not

enter into service again?

The following methods should be used to prevent the component re-entering the aviation supply
system:

(a) permanently marking or stamping the component, as "NOT SERVICEABLE." (Ink stamping is
not an acceptable method);

(b) removing original part number identification;

(c) removing data plate identification;

(d) maintaining a tracking or accountability system, by serial number or other individualised data,
to record transferred unsalvageable aircraft component;

(e) including written procedures concerning disposal of such components in any agreement or
contract transferring such components.

SUBPART F-MAINTENANCE ORGANISATION

Important point

*)The maintenance organisation's manual referred to in point M.A.604 shall specify the scope of
work deemed to constitute approval

1)Explain fabrication of parts

Items fabricated by an approved maintenance organisation may only be used by that

organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or
components undergoing work within its own facility. The permission to fabricate does not
constitute approval for manufacture, or to supply externally and the parts do not qualify
forcertification on CA Form 1.

The approved data necessary to fabricate the part are those approved either by DGCA, the TC
holder, CAR -21 design organisation approval holder, or STC holder

Fabrication of parts, modification kits etc for onward supply and/or sale may not be conducted
under a M.A. Subpart F approval

some examples of fabrication under the scope of an M.A. Subpart F approval can include but are
not limited to the following:

(a) fabrication of bushes, sleeves and shims,

(b) fabrication of secondary structural elements and skin panels,

(c) fabrication of control cables,

(d) fabrication of flexible and rigid pipes,

(e) fabrication of electrical cable looms and assemblies,

(f) formed or machined sheet metal panels for repairs.

It is not acceptable to fabricate any item to pattern unless an engineering drawing of the item
is produced which includes any necessary fabrication processes and which is accepted to
DGCA
2)What information does MOM contains?

The maintenance organisation shall provide a manual containing at least the following
information:

1. a statement signed by the accountable manager

2. the organisation's scope of work.

3. the title(s) and name(s) of person(s) referred to in M.A.606(b), and;

4. an organization chart showing associated chains of responsibility between the person(s) r

5. a list of certifying staff and ,if applicable, airworthiness review staff

6. a list of locations where maintenance is carried out,

7. procedures specifying how the maintenance organisation ensures compliance with the CAR,

8. the maintenance organisation manual amendment procedure(s).

The maintenance organisation manual and its amendments shall be approved by DGCA Regional
Office.

minor amendments to the manual may be approved through a procedure (hereinafter called
indirect approval) provided the amendments are submitted to DGCA local office at least 15days
before their effectivity and the procedure is documented.

3)What do you mean by segregation of parts?

Segregation means storing unserviceable components in a separate secured location from

serviceable components

Procedures should be defined by the organisation describing the decision process for the status
of unserviceable components. This procedure should identify at least the following:

- role and responsibilities of the persons managing the decision process;

- description of the decision process to chose between maintaining, storing or mutilating a

component;

- traceability of decision

Once unserviceable components or materials have been identified as unsalvageable in

accordance with M.A.504 (c). Unsalvageable components should be managed through a
procedure to ensure that these components receive the appropriate final disposal according to
M.A.504 (d) or (e).

Important point

*)The maintenance organisation shall have sufficient certifying staff to issue M.A.612 and
M.A.613 certificates of release to service for aircraft and components.
*) If the organisation performs airworthiness reviews and issues the corresponding airworthiness
review certificate for Category 1 Light aircraft not involved in commercial operations in
accordance with M.A.901(l), it shall have airworthiness review staff qualified and authorised in
accordance with M.A.901(l)1

*)If the organisation is involved in the development and processing of approval of the
maintenance programme for Category 2 Light aircraft not involved in commercial operations in
accordance with M.A.201(e)(ii)

*)Temporarily sub-contracted means the person is employed by another organization and

contracted by that organisation to the approved maintenance organization.

*)Non-destructive testing means such testing specified by the type certificate holder of the
aircraft, engine or propeller in the M.A.304 (b)

4)What qualification should subpart-f personnel should have?

All nominated persons should have:

1. practical experience and expertise in the application of aviation safety standards and safe
maintenance practices;

2. comprehensive knowledge of:

(a) CAR M and any associated requirements and procedures;

(b) the maintenance organisation manual;

3. five years aviation experience of which at least three years should be practical maintenance
experience;

4. knowledge of the relevant type(s) of aircraft or components maintained

5)When certifying staff can exercise their privelages?

In addition to M.A.606(g), certifying staff can only exercise their privileges, if the organisation
has ensured:

1. that certifying staff can demonstrate that they meet the requirements for issue of DGCA
Aircraft maintenance Engineers license,

2. that certifying staff have an adequate understanding of the relevant aircraft and/or aircraft
component(s)

6)What happens when aircraft is grounded outside mainbase?

when an aircraft is grounded at a location other than the main base where no appropriate
certifying staff is available, the maintenance organisation contracted to provide maintenance
support may issue an one-off certification authorization as documented in their approved
organisation exposition:
1. to one of its employees holding type qualifications on aircraft of similar technology,
construction and systems; or

2. to any person with not less than three years maintenance experience and holding a valid ICAO
aircraft maintenance licence rated for t2015/1536he aircraft type requiring certification provided
there is no organisation appropriately approved under this CAR at that location andthe
contracted organisation obtains and holds on file evidence of the experience and the licence of
that person.

All such cases must be reported to DGCA within seven days after issuing such certification
authorisation.

7)What information of certifying staff is stored?

*)The following minimum information as applicable should be kept on record in respect of each
certifying person and airworthiness staff

(a) name;

(b) date of birth;

(c) basic training;

(d) type training;

(e) recurrent training;

(f) specialised training;

(g) experience;

(h) qualifications relevant to the approval;

(i) scope of the authorization and personal authorization reference;

(j) date of first issue of the authorisation;

(k) if appropriate - expiry date of the authorisation

Important point

*)The organisation shall hold the equipment and tools specified in the maintenance data
described in point M.A.609 or verified equivalents as listed in the maintenance organisation

*)All maintenance shall be carried out in accordance with the requirements of Section A,
Subpart D of this CAR.

*)At the completion of all required aircraft maintenance in accordance with this Subpart an
aircraft certificate of release to service shall be issued according to M.A.801.
*) At the completion of all required component maintenance in accordance with this Subpart a
component certificate of release to service shall be issued in accordance with point M.A.802. CA
Form 1 shall be issued except for those components maintained in accordance with points
M.A.502(b), M.A.502(d) and components fabricated in accordance with point M.A.603
(b)

*)M.A.615 states that the organisation shall only maintain an aircraft or component for which it
is approved when all the necessary facilities, equipment, tooling, material, maintenance data,
and certifying staff are available

*)M.A.615(a) applies also to facilities which may not be individually approved by the DGCA, such
as those described in AMC M.A.605(a) for Category 2 light aircraft

8)When CA Form is issued?

*)A CA Form 1 may be issued for an aircraft component which has been:

^)Maintained before CAR -145, or CAR -M became effective or manufactured before CAR-21
became effective

^)Used on an aircraft and removed in a serviceable condition. Examples include leased and
loaned aircraft components.

^)Removed from aircraft which have been withdrawn from service, or from aircraft which have
been involved in abnormal occurrences such as accidents, incidents, heavy landings or lightning
strikes.

^)components maintained by an unapproved organisation.

9)What does AMO should identify ?

The approved maintenance organisation should identify:

1. The person responsible for the organisational review, and;

2. The frequency of the reviews, and;

3. The scope and content of the reviews, and;

4. The persons accomplishing the reviews, and;

5. The procedure for planning, performing and processing reviewfindings.

6 The procedure for ensuring corrective actions are carried out in the appropriate time frame.

10)Explain validity of orgainsation?

*)An approval shall be issued for a maximum period of five years unless otherwise specified. It
shall remain valid subject to:
1. the organisation remaining in compliance with this part of CAR, in accordance with the
provisions related to the handling of findings as specified under M.A.619, and;

2. DGCA being granted access to the organization to determine continued Compliance with this
part CAR, and;

3. the approval not being surrendered or revoked;

11)Explain findings in supart-F organisation.

*)A level 1 finding is any significant non-compliancse with CAR-M requirements which lowers the
safety standard and hazards seriously the flight safety.

(b) A level 2 finding is any non-compliance with the CAR-M requirements which could lower the
safety standard and possibly hazard the flight safety.

(c) After receipt of notification of findings according to point M.B.605, the holder of the
maintenance organisation approval shall define a corrective action plan and demonstrate
corrective action to the satisfaction of DGCA within a period of 7 days and 30 days for level 1
&level 2 findings respectively including appropriate corrective action toprevent recurrence of
the finding and its root cause.

SUBPART G-CONTINUING AIRWORTHINESS MANAGMENT

ORGANISATION

important point

*)The scope of work deemed to constitute the approval shall be specified in the continuing
airworthiness management exposition in accordance with point M.A.704

*)The continuing airworthiness management organisation may use electronic data processing
(EDP) for the publication of the continuing airworthiness management exposition

*)The continuing airworthiness management organisation shall provide suitable office

accommodation at appropriate locations for the personnel specified in M.A.706

*)For organisations extending airworthiness review certificates in accordance with points

M.A.711 (a) 4 and M.A.901(f), the organisation shall nominate persons authorised to do so,
subject to approval by DGCA.

*)The organisation shall define and keep updated in the continuing airworthiness management
exposition the title(s) and name(s) of person(s) referred to in points M.A.706 (a), M.A.706(c),
M.A.706 (d) and M.A.706 (i).

*) DGCA guidance is provided for training to Continuing Airworthiness Management

Organizations continuing airworthiness personnel in Appendix XII to AMC to M.A.706 (f)
andM.B.102(c)
*)The approval by the DGCA of the exposition, containing in M.A. 704(a)3 the list of M.A.706(i)
personnel, constitutes their formal acceptance by DGCA and also their formal authorisation by
the organisation.

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

1)How many parts does CAME comprise?

A continuing airworthiness management exposition should comprise:

Part 0 General organisation

Part 1 Continuing airworthiness procedures

Part 2 Quality system or organisational review (as applicable)

Part 3 Contracted maintenance (for operators) management of maintenance (liaison with

maintenance organisations.

Part 4 Airworthiness review procedures (if applicable)

2)What qualification does subpart G staff should have?

Nominated person or group of persons should have:

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

2. a comprehensive knowledge of:

(a) relevant parts of operational requirements and procedures;

(b) the AOC holder's Operations Specifications when applicable;

(c) the need for, and content of, the relevant parts of the AOC holder's Operations Manual when
applicable;

3 knowledge of quality systems;

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

5. a relevant engineering degree or an aircraft maintenance technician qualification with

additional education acceptable to DGCA.
3)How an organisation can perform ARC review and what is its
qualification should be maintained for different type of aircraft?

To be approved to carry out airworthiness reviews, an approved continuing airworthiness

management organisation shall have appropriate airworthiness review staff to issue
airworthiness review certificates

Airworthiness review staff nominated by the approved continuing airworthiness management

organisation can only be issued an authorisation by the approved continuing airworthiness
management organisation when formally accepted by DGCA after satisfactory completion of an
airworthiness review under supervision of the DGCA

*) For aircraft used by air operator certified in accordance with schedule XI of

aircraft rule 1937 , and aircraft above 2730 kg MTOM, except balloons, these staff
shall have acquired:

(a) at least five years experience in continuing airworthiness, and;

(b) an appropriate licence in compliance with CAR 66 or an aeronautical degree or equivalent,

and;

(c) formal aeronautical maintenance training, and;

(d) a position within the approved organisation with appropriate responsibilities.

(e) Notwithstanding points a to d, the requirement laid down in point M.A.707(a)1b may be
replaced by five years of experience in continuing airworthiness additional to those already
required by point M.A.707(a)1a

*)For aircraft not used by air operator certified in accordance with schedule XI of
aircraft rule 1937 of 2730 kg MTOM and below, and balloons, these staff shall have
acquired:

(a) at least three years experience in continuing airworthiness, and;

(b) an appropriate licence in compliance with CAR 66 or an aeronautical degree or equivalent,

and;

(c) appropriate aeronautical maintenance training, and;

(d) a position within the approved organisation with appropriate Responsibilities

The organisation shall maintain a record of all airworthiness review staff, This record shall be
retained until two years after the airworthiness review staff have left the organisation .

4)What do you mean by relative sample?

Relevant sample means that courses should cover typical systems embodied in those aircraft
being within the scope of approval
*)Airworthiness review staff are only required if the M.A. Subpart G organization wants to be
granted M.A.711 (b) airworthiness review

5)What do you mean by continuing airworthiness ?

Experience in continuing airworthiness means any appropriate combination of experience in

tasks related to aircraft maintenance and/or continuing airworthiness management (engineering)
and/or surveillance of such tasks.

6)How does overall authority on airworthiness managment can be

achieved?

Overall authority on the airworthiness management process of complete aircraft may be

achieved, among other ways, by:

Nominating as airworthiness review staff the Accountable Manager or the

Maintenance Postholder. Being authorised to perform airworthiness reviews only on those

particular

aircraft for which the person is responsible for the complete continuing airworthiness
management process. In the case of one-man organisations, this person has always overall

authority. This means that this person can be nominated as airworthiness review staff.

7)How can validity of airworthiness authorisation can be manintained?

In order to keep the validity of the airworthiness review staff authorisation, the airworthiness
review staff should have either:

^) been involved in continuing airworthiness management activities for at least sixmonths in

every two year period, or

^) 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 DGCA

8)What information about ARC staff should be maintained>

The minimum content of the airworthiness review staff record should be:

- Name,

- Date of Birth,

- Basic Education,

- Experience,
*)Aeronautical Degree and/or CAR-66 qualification and/or nationallyrecognised maintenance
personnel qualification,

- Initial Training received,

- Type of Training received,

- Continuation Training received,

- Experience in continuing airworthiness and within the organisation,

- Responsibilities of current role in the organisation,

- Copy of the authorisation

Important points

*)when the continuing airworthiness management organisation is not appropriately approved to

CAR -145, or M.A. Subpart-F the contract may be in the form of individual work orders addressed
to the CAR-145 or CAR M.A. Subpart-F maintenance organisation in the case of:

1. an aircraft requiring unscheduled line maintenance,

2. component maintenance, including engine maintenance detailing the functions specified

under

M.A.301-2, M.A.301-3, M.A.301-5 and M.A.301-6, ensuring that all maintenance is ultimately
carried out by a CAR 145 or M.A. Subpart-F approved maintenance organisation and defining the
support of the quality functions of M.A.712(b

*)For CS-25 / FAR -25 aeroplanes, adequate knowledge of the airworthiness limitations
should cover those contained in CS-25 Book 1, Appendix H, paragraph H25.4 and fuel tank
system airworthiness limitations including critical design configuration control limitations
(CDCCL).

*) For line maintenance, the actual layout of the IATA Standard Ground Handling Agreement may
be used as a basis

*)indirect approval procedure in accordance with point M.A.302(c)

*)The purpose of M.A.708(c) is to ensure that all maintenance is carried out by an appropriately
approved maintenance organisation

*)M.A.709(a) refers to continuing airworthiness tasks referred to in M.A.708. As a

consequence, this covers continuing airworthiness management tasks but not airworthiness
reviews. Airworthiness review requirements are established in M.A.710 and the requirements
for the corresponding record retention are contained in M.A.714
9)What is the difference between basline and generic manintenance
programme?

*)For aircraft not involved in commercial air transport, the approved continuing airworthiness
management organisation may develop baseline and/or generic maintenance programmes in
order to allow for the initial approval and/or the extension of the scope of an approval without
having the contracts

Base line maintenance programme: it is a maintenance programme developed for a particular

aircraft type following, where applicable, the maintenance review board (MRB) report, the type
certificate holders maintenance planning document (MPD), the relevant chapters of the
maintenance manual or any other maintenance data containing information on scheduling

Generic maintenance programme: it is a maintenance programme developed to cover a group

of similar types of aircraft. These programmes should be based on the same type of instructions
as the baseline maintenance programme. Examples of generic maintenance programmes could
be Cessna 100 Series (covering Cessna 150, 172, 177, etc.).

10)What does ARC Staff can ensure through physical inspection?

Through the physical inspection of the aircraft, the airworthiness review staff shall ensure that:

1. all required markings and placards are properly installed, and;

2. the aircraft complies with its approved flight manual, and;

3. the aircraft configuration complies with the approved documentation, and;

4. no evident defect can be found that has not been addressed according to M.A.403, and;

5. no inconsistencies can be found between the aircraft and the paragraph

By derogation to M.A.901(a) the airworthiness review can be anticipated by a maximum period

of 90 days without loss of continuity of the airworthiness review pattern, to allow the physical
review to take place during a maintenance check

A copy of any airworthiness review certificate issued or extended for an aircraft shall be sent to
State of Registry within 10 days.Airworthiness review tasks shall not be sub-contracted

Important point

the outcome of the airworthiness review be inconclusive, or should the review under point
M.A .710(ga) show discrepancies on the aircraft linked to deficiencies in the content of the
maintenance programme, the DGCA shall be informed by the organisation as soon

as practicable but in any case within 72 hours from the moment the organisation identifies the
condition to which the review relates. The airworthiness review certificate shall not be issued
until all findings have been closed
11)Explain full document review by ARC staff?

*)A full documented review is a check of at least the following categories of documents:

registration papers

M.A.305 aircraft continuing airworthiness record system

M.A.306 aircraft technical log system

list of deferred defects, minimum equipment list and configuration deviation list if applicable

aircraft flight manual including aircraft configuration

aircraft Maintenance programme

maintenance Data

relevant work packages

AD status

modification and SB status

modification and repair approval sheets

list of service life limited component

relevant DGCA Form 1 or equivalent

mass and balance report and equipment list

aircraft, engine and propeller TC Data Sheets

Important point

*)When the airworthiness review staff are not appropriately qualified to CAR-66 in order to
release such maintenance, M.A.710(b) requires them to be assisted by such qualified personnel.

*) M.A.710(d) allowing a 90 days anticipation for the physical inspection provides enough
flexibility to ensure that the airworthiness review staff are present.

*)The DGCA should exercise oversight of the subcontracted activities through the CAMO
approval. The contracts should be acceptable to the DGCA. The CAMO should only subcontract
to organisations which are specified by the DGCA on CA Form 14

*)Appendix II to AMC M.A.711(a)(3) provides information on the subcontracting of continuing

airworthiness management tasks.

*)A small organisation is considered to be an organisation with up to 5 full-time staff

(including all M.A.706 personnel)
12)What are the limited activities which can be sub-contracted?

*)the CAMO should limit subcontracted tasks to the activities specified below:

(a) airworthiness directive analysis and planning;

(b) service bulletin analysis;

(c) planning of maintenance;

(d) reliability monitoring, engine health monitoring;

(e) maintenance programme development and amendments;

(f) any other activities, which do not limit the CAMO responsibilities, as agreed by the DGCA

13)What are the activities of subpart G is monitored by quality system?

The quality system shall monitor activities carried out under Section -A. Subpart G of this CAR . It
shall at least include the following functions:

1. monitoring that all activities carried out under Section A Subpart G of this CAR are being
performed in accordance with the approved procedures, and;

2. monitoring that all contracted maintenance is carried out in accordance with the contract,
and;

3. monitoring the continued compliance with the requirements of this CAR

The records of these activities shall be stored for at least two years

The accountable manager should hold regular meetings with staff to check progress on
rectification except that in the large organisations such meetings may be delegated on a day to
day basis to the quality manager subject to the accountable manager meeting at least twice per
year with the senior staff involved to review the overall performance and receiving at least a half
yearly summary report on findings of noncompliance

14)How records are maintained by subpart G organisation?

The continuing airworthiness management organisation shall record all details of work carried
out. The records required by M.A.305 and if applicable M.A.306 shall be retained

The continuing airworthiness management organisation shall retain a copy of all records listed i
until two years after the aircraft has been permanently withdrawn from service

Where continuing airworthiness management of an aircraft is transferred to another

organisation or person, all retained records shall be transferred to the said organisation or
person
Where a continuing airworthiness management organisation terminates its operation, all
retained records shall be transferred to the owner of the aircraft.

When an organisation arranges for the relevant maintenance organisation to retain copies of the
continuing airworthiness records on its behalf, it will nevertheless continue to be responsible for
the records under M.A.714 relating to the preservation of records.

SUBPART H-CERTIFICATE TO RELEASE TO SERVICE(CRS)

Important point

*)Light aircraft not used in commercial specialised operations or not used in commercial
approved training organisation operations, aircraft complex maintenance tasks listed in Appendix
VII may be released by certifying staff referred to in point M.A.801(b)2

*)In the case of a release to service in accordance with point M.A.801(b)2 or point M.A.801(c),
the certifying staff may be assisted in the execution of the maintenance tasks by one or more
persons subject to his/her direct and continuous control

1)How CRS is issued when aircraft grounded outside mainbase?

in the case of unforeseen situations, when an aircraft is grounded at a location where no

approved maintenance organisation appropriately approved under Subpart F, Section A of
CAR-M or CAR 145 and no appropriate certifying staff are available, the owner may authorise any
person, with not less than three years of appropriate maintenance experience and holding the
proper qualifications, to maintain according to the standards set out in Subpart D, Section A of
CAR -M and release the aircraft

ensure that any such maintenance is rechecked and released by an appropriately authorised
person referred to in point M.A.801(b) or an organisation approved in accordance with Section
A, Subpart F of CAR-M, or CAR 145 at the earliest opportunity but within a period not exceeding
seven days;

notify the organisation responsible for the continuing airworthiness management of the aircraft
when contracted in accordance with point M.A.201(e), or DGCA in the absence of such a
contract, within seven days of the issuance of such certification authorisation;

A certificate of release to service shall be issued at the completion of any maintenance carried
out on an aircraft component in accordance with point M.A.502.

The authorised release certificate identified as CA Form 1 constitutes the component certificate
of release to service, except when such maintenance on aircraft components has been
performed in accordance with point M.A.502(b), point M.A.502(d), in which case the
maintenance is subject to aircraft release procedures in accordance with point M.A.801
2)What information is present in CRS?

A certificate of release to service shall contain as a minimum:

1. basic details of the maintenance carried out; and

2. the date such maintenance was completed; and

3. the identity of the organisation and/or person issuing the release to service, including:

A certificate of release to service shall not be issued in the case of any known non-compliance
which endangers flight safety

3)What is qualification and experience required by staff to issue CRS?

years of appropriate maintenance experience means years working in an aircraft maintenance

environment on at least some of the aircraft type systems corresponding to the aircraft endorsed
on the aircraft maintenance license or on the certifying staff authorisation that the person holds.

Holding the proper qualifications means holding either:

(a) a valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring
certification, or;

(b) a certifying staff authorisation valid for the work requiring certification, issued by an ICAO
Annex 6 approved maintenance organisation.

To qualify as a Pilot-owner, the person must:

1. hold a valid pilot licence (or equivalent) issued or validated by DGCA for the aircraft type or
class rating; and

2. own the aircraft, either as sole or joint owner; that owner must be:

(i) one of the natural persons on the registration form; or

(ii) a member of a non-profit recreational legal entity, where the legal entity is specified on the
registration document as owner or operator

The scope of the limited Pilot-owner maintenance shall be specified in theaircraft maintenance
programme referred to in point M.A.302

Privately operated means the aircraft is operated pursuant to M.A.201(i)

an equivalent certificate or qualification number should be used instead of the pilot's licence
number for the purpose of the M.A.801(b)3 (certificate of release to service).

Not holding a valid medical examination does not invalidate the pilot licence (or equivalent)
required under M.A.803(a)1 for the purpose of the Pilot owner Authorisation
SUBPART I-AIRWORTHINESS REVIEW CERTIFICATE

1)How ARC is issued by organisation?

*)aircraft above 2 730 kg MTOM,AND CATEGORY 1 except balloons, that are in a controlled
environment, the organisation managing the continuing airworthiness of the aircraft may, if
appropriately approved

1. issue an airworthiness review certificate in accordance with point M.A.710, and;

2. for the airworthiness review certificates it has issued, when the aircraft has remained within a
controlled environment, extend twice the validity of the airworthiness review certificate for a
period of one year each time

2)When do DGCA perform ARC review?

*)DGCA may carry out the airworthiness review and issue the airworthiness review certificate
itself in the following cases:

1. when the aircraft is managed by a continuing airworthiness management organisation

approved in accordance with Section A, Subpart G of this CAR-M located outside India;

2. for all balloons and any other aircraft of 2730 kg MTOM and below, if it is requested by the
owner;

3)What conditions should ARC staff should be compiled with?

*)The organisation nominates airworthiness review staff complying with all the following
requirements:

(a) The airworthiness review staff hold a certifying staff authorisation for the corresponding
aircraft.

(b) The airworthiness review staff have at least three years of experience as certifying staff.

(c) The airworthiness review staff are independent from the continuing airworthiness
management process of the aircraft being reviewed or have overall authority on the continuing
airworthiness management process of the complete aircraft being reviewed.

(d) The airworthiness review staff have acquired knowledge of this CAR relevant to continuing
airworthiness management.

(e) The airworthiness review staff have acquired proven knowledge of the procedures of the
maintenance organisation relevant to the airworthiness review and issue of the airworthiness
review certificate.

(f) The airworthiness review staff have been formally accepted by the DGCA after having
performed an airworthiness review under the supervision of the DGCA or under the supervision
of the organisation's airworthiness review staff in accordance with a procedure approved by the
DGCA.
(g) the airworthiness review staff have performed at least one airworthiness review in the last
twelve- month period

4)When is CA Form 15c is issued?

The CA Form 15c is only applicable to Category I Light aircraft not involved in commercial
operations.

An airworthiness review certificate CA Form 15c is issued, on behalf of the maintenance

organisation, by the person who performed the airworthiness review when satisfied that:

(a) the airworthiness review has been completely and satisfactorily carried out

(b) the maintenance programme has been reviewed in accordance with point M.A.710(ga); and

(c) there is no non-compliance which is known to endanger flight safety.

Important point

*) A copy of the airworthiness review certificate issued is sent to the DGCA within 10 days of the
date of issue.

*) The DGCA is informed within 72 hours if the organisation has determined that the
airworthiness review is inconclusive or if the review under point M.A.901(l)5(b) shows
discrepancies on the aircraft linked to deficiencies in the content of the maintenance
programme.

*)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. This
anticipation of up to 30 days also applies to the 12 month requirements shown in M.A.901(b),

*)If there is no M.A. Subpart G organisation approved for the airworthiness review of the specific
aircraft type available, DGCA may carry out the airworthiness review in accordance with this
paragraph and the provisions M.A.901 (h) and M.B.902. In this case, the airworthiness review
should be requested to DGCA with a 30-day notice.

*)CA Form 15a is issued by DGCA while CA Form 15b is issued by a M.A. Subpart G organization

5)When does ARC becomes invalid?

*)An airworthiness review certificate becomes invalid if:

1. suspended or revoked; or

2. the airworthiness certificate is suspended or revoked; or

3. the aircraft is not on the aircraft register of DGCA; or certificate of registration is not valid or

4. the type certificate under which the airworthiness certificate was issued is suspended or
revoked.
6)When aircraft should fly?

An aircraft must not fly if the airworthiness certificate is invalid or if:

1. the continuing airworthiness of the aircraft or any component fitted to the aircraft does not
meet the requirements of this CAR, or;

2. the aircraft does not remain in conformity with the type design approved/accepted by DGCA;
or

3. the aircraft has been operated beyond the limitations of the approved flight manual or the
airworthiness certificate, without appropriate action being taken; or

4. the aircraft has been involved in an accident or incident that affects the airworthiness of the
aircraft, without subsequent appropriate action to restore airworthiness; or

5. a modification or repair has not been approved in accordance with M.A.304

7)What is the suitable accommodation for ARC review?

Suitable accommodation should include

a) An office with normal office equipment such as desks, telephones, photocopying machines etc.
whereby the continuing airworthiness records can be reviewed.

b) A hangar when needed for the physical survey.

c)The support of personnel appropriately qualified in accordance with CAR 66 is necessary when
DGCAs airworthiness review staff is not appropriately qualified.
.