AMP Guidance Ver 1.

GUIDANCE ON THE DEVELOPMENT OF

AIRCRAFT MAINTENANCE PROGRAMME (AMP)

1. OBJECTIVE

The purpose of this guidance manual is to define the procedures for developing,
evolving and approving an aircraft maintenance program (AMP) of a continuing
airworthiness management organization (CAMO).

2. SCOPE

This guidance is intended for the personnel of an approved CAMO or applying for a
DGTA-M approval under part G, whose concerns about the maintenance planning for
the aircraft or falling within the scope of approval of this CAMO.

3.0 DEFINITION AND PURPOSE OF AN AMP

3.1 REGULATORY REFERENCES

The continuing airworthiness tasks described in DGTA-M subpart C are based on the
existence of an approved AMP compliant with DGTA-M M.A.302. The CAMO
develops the AMP from the applicable maintenance data and has it approved. The
CAMO is responsible for the compliance of the AMP data. The AMP contains
processes and procedures for the accountable manager of the CAMO or his delegate
with regards to the AMP's compliance with source data and compliance with the
approved aircraft maintenance program. The AMP is approved by the DGTA which
may delegate to other authority for approving purpose.

3.2 DEFINITIONS

3.2.1 AMP

The AMP consists of the applicable Maintenance Managed Item (MMI) for a complete
aircraft. It is a document that brings together all the data essential to ensure complete
management of preventive, scheduled and other maintenance.

The AMP corresponds to a set of information available at the time of publication of

the applicable maintenance data. The AMP is to be revised periodically as there
might be a revision in its referenced data. The AMP also lists all scheduled
maintenance tasks to be carried out, including their frequency as well as relating to
specific tasks.

An AMP is established for an aircraft type and model as defined by its airworthiness
datasheet. Thus, an AMP is a document specific to the CAMO and must be
self-sufficient to ascertain Maintenance Managed Item (MMI) for the aircraft, including
those for products, parts and approved equipment (including optional ones) subject
to limit or scheduled maintenance.

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The AMP is derived from:

- recommended maintenance programs defined by the type certificate holder,

and;

- documentation specifying maintenance limits and intervals for fitted products,

parts and equipment and optional, subject or not to the requirements of
continuing airworthiness. The AMP is not a document that defines the
maintenance of the equipment removed as such it is not intended for AMO
maintenance organisations.

The AMP is in the form of an identified document, managed in the configuration

according to specific provisions to the CAMO to be described in the CAME.

3.2.2 Preventive maintenance

The preventive maintenance calls for the maintenance tasks that need to be carried
out in a scheduled manner, independently of measures taken in reaction to an
occurrence and which therefore are considered as corrective action.

Preventive maintenance consists of all of the tasks that maintain the aircraft at a
satisfactory level of safety corresponding to the conditions defined by the initial
certification, supplemented by additional airworthiness data such as AD, SB, etc. It
generally incorporates:

• inspections examinations of various levels aimed at objectively recognising

the state of a component.

• specific actions, predetermined or not, conservation actions, as well as

corrective actions resulting from inspections.

• replacement of components on a fixed date.

• periodic checks following the application of a repair scheme.

3.3 PURPOSE OF AN AMP

The purpose of the AMP is to provide the CAMO with the necessary and sufficient
information to plan the maintenance of the complete aircraft and its options. The
AMP allows the DGTA to ensure that the CAMO instruct the necessary maintenance
tasks to maintain safe operation of the aircraft.

The CAMO must ensure that the AMP is well understood and implemented well by its
staff. Therefore, it must be applicable at all times and by all personnel responsible
who operate it.

NOTE: The AMP can be implemented in an Information Technology/Logistic system.

A CAMO must demonstrate that each aircraft listed within its approval scope is well
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maintained according to an AMP approved by the DGTA.

In particular, it allows the CAMO to ascertain and orders preventive maintenance,

depending on:

• flight time: number of cycles and landings.

• the elapsed calendar time (in particular for aircraft with low flying ratio) in
relation to operating environment (eg salt atmosphere, etc.).

• specific counters (accelerometer, etc.).

The AMP must be a summary document:

• provisions covered by the aircraft manufacturer's basic documentation

(maintenance manual).

• the prescriptions of the manufacturers of the engines, propellers and

equipment installed on the aircraft.

• specific preventive maintenance actions of a repetitive nature introduced by

manufacturer's technical directives or resulting from Airworthiness Directives.

• maintenance operations related to the operating mode of the aircraft and its
specific conditions of use.

• lessons learned from the experience acquired by the CAMO, in relation to

the technical authority and/or the type certificate holder.

3.4 CONTENT OF AN AMP

For aircraft configurations implemented by the operator, the AMP specifies all the
maintenance limitations and life-limit for the products, parts and equipment fitted,
whether or not subject to the requirements of continuing airworthiness. These data
must be known and held by the CAMO (DGTA-M M.A.709). The AMP specifies the
sources used for its preparation: recommended maintenance programs defined by
the type certificate holder, maintenance manual, technical notice, Instructions for
Continued Airworthiness (ICA), Component Maintenance Manual (CMM) of the
equipment for which the Maintenance Review Board Report (MRBR) refers to the
manufacturer's recommendations, etc.

The AMP must also integrate the maintenance requirements linked to particular types
of operation. An AMP may also contain applicable but not imperative maintenance
data retained by the CAMO such as recommended SB.

An AMP must contain at least:

• the list of aircraft (serial number and/or registration number) entering its
approval scope.
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• the reference to aircraft type certificates, engines and possibly aircraft

propellers, and any additional certificates such as STC.

• the evidence of the appointment of the accountable manager for the CAMO
or his delegate.

• the list of references of the source documents, including the list of mandatory
directives with repetitive deadlines.

NOTE: The mandatory directives are defined in the Airworthiness Data Sheet
and also includes Airworthiness limitations.

• the description of the maintenance policy.

• the description of the different periodic checks, their intervals, and their
tolerances.

• the list of periodic checks.

• the list of equipment with systematic maintenance (Hard Time) including the
intervals, limits and the reasons for removal.

• the list of special task/servicing and their description.

• the list of approved flights, their description, their conditions of execution and
their defect.

• if applicable, the list of specific operations monitored in Extended-range

Twin-engine Operational Performance Standards (ETOPS), Reduced vertical
separation minima or minimum (RVSM).

Any life-limit of product, equipment, sub equipment must appear in the AMP as soon
as it can cause the aircraft to be unserviceable.

IMPORTANT: All source documents at the origin of the introduction of maintenance

checks and a life-limit in the AMP must be referenced in the AMP, including for
optional equipment or equipment not subject to airworthiness requirements, when
they are part of an aircraft configuration implemented by the operator.

Note: A Hard Time task is defined as the scheduled removal of an item or a

restorative action at some specified maximum age limit to prevent its functional
failure.

4.0 PRINCIPLES TO ADOPT FOR APPROVAL OF AN AMP

4.1 GENERAL CONSIDERATION OF AN AMP

The AMP is developed and adapted according to the operation of the concerned type
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of aircraft: conditions of use, annual flight hours, etc.

If several aircraft standards (applicability by serial number) exist, the AMP must
specify this and display the corresponding maintenance details in the body of the
AMP (operations specific to a standard).

The AMP must be practical and easy to use, the AMP must be written in English.

The AMP must be precise and unambiguous, the data contained therein should not
be allowed to give way to the interpretation of the operator in charge of launching the
job orders.

IMPORTANT: the value of the applicable maintenance data must appear explicitly in
the AMP.

Maintenance operations linked to modifications or repairs, which introduce

airworthiness limitations, must be explicitly listed in the AMP. The source of the
maintenance data must be listed next to it.

Access to source documents (application documents or external references) is

possible by hypertext links (INTERNET, INTRANET or other SAO Network) provided
that:

• the called sources are always cited and referenced in the AMP: identification,
evolution index, date of update.

• the deadlines and purpose of the maintenance operations are clearly

mentioned in the AMP.

Examples:

1. The reason for a maintenance task and its due date will part of input
data for the AMP.
The reference of the document in which this input data appears is not
sufficient in itself.

2. The ADs engaged in the maintenance of the aircraft, fitted products,

parts and equipment are source data from the AMP. These ADs are
referenced in the AMP and the hyperlink to the source documents is accepted.
The deadlines and the object of the maintenance task to be carried out within
the framework of the application of these AD are the input data and must
appear in the AMP.

NOTE: The AMP submitted for approval must be provided in paper or PDF format, in
this case, it can integrate files accessible via a function button.

4.2 AMP VS MAINTENANCE DOCUMENTATION

The AMP is not intended to be a catalogue of all maintenance documents or

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In-Service Support necessary for all the support of the aircraft, its products and
equipment.
Only documents providing maintenance deadlines are cited as source documents.
The description of the maintenance operations must not appear in the AMP, only the
object of operations appears.

Furthermore, the AMP cannot be dissociated from its conditions of application:

• monitoring and planning of maintenance operations (Checks, inspection).

• monitoring and planning of removed parts for limits.

The development of an AMP can be subcontracted by the CAMO to a service

provider.

5.0 STRUCTURE OF AN AMP

The AMP includes a minimum of seven sections including a header which constitutes
a full-fledged section (section 0):

• section 0: Introduction
• section 1: General instructions
• section 2: Periodicity of maintenance checks
• section 3: Maintenance methods - use and storage of components, equipment or
assemblies
• section 4: Special maintenance tasks
• section 5: Control flights
• section 6: Table of maintenance tasks

An additional section (Section 7) can be added to describe particular instructions

from the operating authority that cannot find their place within one of the sections
described above. For example, specific maintenance directives which do not fit into
the applicable maintenance data or for the description of certain flights which cannot
find their place in section 5.

In particular, if necessary, the maintenance program of the considered aircraft must

include the specific requirements related to ETOPS (the latest revision of the CMP
document).

The specific inspection and/or modification tasks resulting from the CMP revisions
must be implemented as quickly as possible.

All specific ETOPS tasks must be identified in the maintenance schedule. In

particular, the tasks related to the maintenance of cargo holds (rails, stowage
systems, etc.), pressurisation installations (drains, door seals, etc.) must be
considered.

This maintenance program must be drawn up while avoiding any risk of generating
the same error following a maintenance task on identical systems.
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The specific ETOPS maintenance tasks, associated with the mention "not to exceed"
cannot be subject to escalation (following a reliability program) or an exceptional
authorisation procedure, nor management of '' any tolerances delegated to the
operator; otherwise, the device would effectively lose its ETOPS capacity.

• The content of each section is described in Annexe I.

• Annexe II provides a template for the presentation of AMP.

Scheduled maintenance involves MMI removal and replacement when it reaches the
stipulated maintenance interval. In this perspective, it is up to the CAMO to specify in the
AMP the section in which they will appear, it shall be understood that the content of the
maintenance must appear in the AMP.

Note: Configuration, Maintenance, and Procedures (CMP) document mean a

document approved by the authority that contains minimum configuration, operating,
and maintenance requirements, hardware life-limits, and Master Minimum Equipment
List (MMEL) constraints necessary for an aeroplane-engine combination to meet
ETOPS type design approval requirements.

6.0 EVOLUTION OF AN AMP

The AMP can be affected by several types of events:

• changes in the applicable maintenance data, for example: change in the

manufacturer's recommended maintenance program, change in aircraft type
documents, etc.

• evolution of the maintenance concept.

• evolution of regulatory requirements.

• evolution following lessons learned.

Changes can be taken into account in different ways: supplements to the AMP,
additional maintenance directive, note, etc.

The publication of more restrictive maintenance data approved by the technical

authority must be implemented within the deadlines recommended by the latter, or
immediately if necessary by the issuance of a CAMO directive for example. This
directive will constitute a change of the AMP, pending its integration into the
document during its revision, under the possible cover of indirect approval.

Any changes must be approved in accordance with the procedures described in

paragraph 7 of this guide.

The effectiveness of the AMP is measured during its review by the CAMO according
to a period defined in the CAME. The required changes in the AMP can be carried
out during this review. The AMP will then be revised.
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If the CAMO applies a reliability control program, the amendments relating to the
application of this program must follow the procedure set out in the specifications
manual for a continuing airworthiness management exposition (CAME).

When a revision of the manufacturer's program requires maintenance adjustment, it

is up to the CAMO to take all the measures to schedule the tasks in question in the
earliest time possible and update the AMP accordingly.

6.1 CHANGE MANAGEMENT

An evolution of the AMP is said to be "major" when it relates to:

• changes in the maintenance concepts used.

• significant changes in the aircraft maintenance cycle: frequencies, nature of
checks.
• regulatory changes.
• replacements of source documents for the aircraft maintenance program; this
does not concern the evolutions nor the updates of the initial documents.

Any other change in the MPA is said to be “minor”.

The approval reference to be mentioned on the cover page of the AMP is the last
direct approval reference of the last edition of the document by the DGTA.
The AMP must include a summary of all successive changes made to it, along with
the reasons for the changes.

The history of changes and updates must be kept in the document throughout its life.
Keeping all these pages allows you to trace the history of modifications. A model of
the revision and amendment tracking table is proposed in the appendix.

All changes compared to the last update must be identifiable in the AMP (an
additional sheet of a particular colour in the context of an amendment, of a particular
colour, vertical line, etc.).

The updating of the AMP is carried out in accordance with the procedure described
by the CAME.

A copy of any revised AMP shall be sent to the DGTA.

6.2 ARCHIVE MANAGEMENT

Each version of the AMP must be archived and kept for at least two years after the
withdrawal of service from the last aircraft of the type concerned (cf. at least thirty-six
months DGTA-M M.A. 305 (h)). In the event that the AMP uses references to external
sources - notably in sections 3 and 6 - the data contained in these sources must be
kept in the same way and always accessible.

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7.0 APPROVAL OF AMP

The AMP is approved by the DGTA after being validated by the Operating Authority.
This information existing at the date of publication of the AMP that is taken into
account by the DGTA to approve the AMP.

The approval of an AMP by the DGTA is based on a sample examination of the

content of the AMP but does not correspond to complete verification of the accuracy
of all the data of the AMP (this accuracy is part of the process of definition by the
CAMO and validation by the Operating Authority and therefore it does not guarantee
to the Operating Authority that the AMP does not present any non-compliance with
the regulations).

On the other hand, the approval of the AMP by the DGTA attests that the
non-exhaustive examination which it was carried out, within the limits of its means
and taking into account the regulations in force, did not allow it to detect
non-conformities likely to compromise safety.

After AMP approval, if the DGTA finds a non-conformity in the context of continuous
oversight, audits or airworthiness reviews, it may have to redo a verification of the
information of the related AMP. If the DGTA detects during this additional
examination of non-conformities, the approval of the AMP may be questioned and an
action plan will be requested if necessary to correct it and bring it into conformity with
the fleet concerned.

The approval of an AMP can be done in two ways, direct or indirect.

7.1 DIRECT APPROVAL

Direct approval concerns:

• initial approval of an AMP.

• any major changes of the AMP.

Direct approval is given by the DGTA.

In the case of a so-called direct approval, the Operating Authority submit an

application for approval together with the AMP to the DGTA in an electronic format.
The DGTA will evaluate the application and makes remarks to the Operating
Authority that take the form of:

• non-compliance: remark which questions the approval;

• observation: any remark whose content does not fall under non-compliance.

With the approval request, all the data used to develop the AMP or, failing that,
ensuring that these are available and easily searchable, in particular concerning
access to websites, must be provided/made available to the DGTA.

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A transfer matrix making it possible to identify the airworthiness limits not in

conformity with those approved by the type certificate holder (TCH) and showing the
justifying elements of the evolution of these data: approval by the technical authority
must also be transmitted to the DGTA.

Approval or refusal is pronounced by the DGTA at the end of this analysis.

When the DGTA approves the AMP, a letter is sent to the CAMO, the numbering of
this letter serves as the document's approval reference.

For initial approval, the non-conformities or observations noted in the AMP will be
transmitted to the Operating Authority for correction. This principle also applies to
non-conformities detected in an AMP initially approved by an Operating Authority
during the transitional phase.

7.2 INDIRECT APPROVAL

In accordance with DGTA-M M.A.708(2)(ii), a privilege of indirect approval may be

granted to a CAMO approved DGTA-M under part G provided that they have planned
to set up a specific procedure that allows it. This procedure shall be described in the
CAME.
This procedure is approved by the DGTA through the CAME approval of the relevant
CAMO.

This approval does not involve major changes in the AMP.

8.0 COMMON FLEET AMP

When aircraft of the same type are operated by more than one Operating Authority,
the term "common fleet" is used. For fleets common to several Operating Authorities,
a common AMP can be set up if the following conditions are met:

- the maintenance doctrine for aircraft integrated into the common AMP is
identical to the employment authorities.

- the specifics of each Operating Authority are clearly identified.

- the AMs respectively commit to the aircraft for which they are responsible.

- a common procedure for CAM managers is put in place for the drafting and
management of the common AMP. The reference of this procedure should be
mentioned in the list of reference documents of the AMP and / or CAME.

- a common cover page receives the DGTA approval reference.

An AMP which includes aircraft from a fleet common to several Operating Authorities
may, therefore, receive approval from the DGTA subject to compliance with the
requirements of this guide, in particular the specifics linked to the various operations.

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Annexe I - Definitions Of The Different Sections

Section 0

INTRODUCTION
(At the top - Identification of the AMP)

The header allows you to quickly and succinctly identify the AMP and its scope from
the first pages. The essential elements to know concerning the document must be
indicated there.

The header contains several pages, the first of which is the cover page.
The cover page should include the following information:

• Type of product covered by the AMP.

• Name of the owner of the aircraft or product.
• Name of the CAMO.
• Name of the operator.
• AMP identification number - Revision number – Date.
• Validation reference from the Operating Authority.
• DGTA approval reference.
• References to type certificates.

Content of the following pages:

• Table of contents.
• The list of effective pages in force;
• The history of changes in AMP - see example in Annex II.
• The list of aircraft concerned:
1.1. Registrations.
1.2. Operating Authority (if more than one Operating Authority involved).

Section 1

General Instructions

This section should include at least the following:

- A certificate signed by the Accountable Manager of the CAMO or his

delegate stating a statement of commitment to conform to AMP with the
source data and also to have the aircraft maintained according to the AMP.

- Definition of maintenance:

• terminology.
• meaning of abbreviations.
• list of basic documents used for the development of the AMP
(name/reference/date of each document including revisions);

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- Maintenance policy:

• maintenance methods.
• operating characteristic and countdown of hours.
• existence of a reliability program.

- List of mandatory documents not included in the maintenance documentation

(concerning preventive and repetitive maintenance) issued by the type
certificate holder and the technical authority must be cited in the document.

- The procedures for implementing the reliability program

• identification of the tasks subject to specific monitoring following the

reliability analysis.

• explicit identification of AMP amendments following the

implementation of the reliability program (addition or deletion of tasks,
escalation or reduction of intervals)

The description of the organisation of the reliability program is

described in the CAME with at least the following points being
mentioned:

• the area of the program.

• responsibilities within the organisation in charge of implementing the

program (the "reliability control group").

• the reliability report and its recipients.

• the frequency of reliability reviews.

• the impact of the results of reliability reviews on the maintenance

Program.

• the request to subcontractors or manufacturers within the framework

of the subcontracting of tasks related to the program.

This is particularly important in the case of ETOPS capacity.

Section 2

Maintenance checks intervals

This section must define the cycles and frequencies of the checks (cf. terminology
defined in SECTION 1) as well as the tolerances on the hourly and calendar
deadlines and those linked to the number of landings or other specific counters.

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Frequency of checks

Section 2 must summarise all maintenance checks recommended by the

manufacturer or planned by the CAMO as part of its maintenance policy.
The list of operations making up these visits must appear in section 6.
Engine Ground Run and aircraft weighing are also included in this section.

Tolerances on the intervals between maintenance checks:

When the manufacturer's program introduces a tolerance, it is acceptable as long as

the assumptions adopted by the CAMO are within the limits set by the manufacturer's
program or by the technical authority.

In the event of a voluntary application by an operator of the requirements associated

with ETOPS operations, refer to AMC 20-6 - EASA edition in force to describe the
methods of maintenance and storage of the components, equipment concerned.
Reference to the ETOPS manual is possible.

Section 3

Maintenance, use and storage methods for components, equipment and assemblies

This section must include a table defining, for the components and assemblies of the
aircraft - the accessory, components and equipment - the maintenance methods
applicable with the indication of the limits (operating limit, life limit, limit aging,
expressed in hours, cycles, months, etc.) and the tasks to be performed when these
limits are reached (functional test, bay servicing, overhaul, throw away, total repair,
non-destructive inspection (NDI) etc.).

The table must also indicate the storage limits of the components and assemblies if
they exist and impact its airworthiness limitation on aircraft (Usage + Storage).
This section must also deal with equipment, including flight and rescue safety
equipment listed in the type certificate, and optional equipment, the configuration of
which is authorised.

In the event of a voluntary application by an operator of the requirements associated

with ETOPS operations, refer to AMC 20-6 - EASA edition in force to describe the
methods of maintenance and storage of the components, equipment concerned.
Reference to the ETOPS manual is possible.

Section 4

Special maintenance checks

This section should list:

• events after which a specific inspection must be carried out before returning the
aircraft to service, events which are inherently unpredictable.
The resulting maintenance operations cannot therefore be planned.
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Examples: lightning strike, hard landing, etc.

• certain a periodic operations as subject to specific instructions and not included in

the other sections.
Example: maintenance tasks on aircraft in storage.

• In the event of a voluntary application by an operator of the requirements

associated with ETOPS operations, refer to AMC 20-6 - EASA edition in force to
describe the methods of maintenance and storage of the components, equipment
concerned.

Reference to the ETOPS manual is possible.

Section 5

Functional Check Flight (FCF)

FCF may be conducted at a set periodicity, post-scheduled maintenance or to

confirm the airworthiness of an aircraft after certain fault rectification or replacement
of components when checks for proper operation cannot be carried out on the
ground.

The purpose of this section is to:

• list the different types of control flight: reduced control flight, full check flight.
• list the maintenance operations requiring the completion of a check flight.
• mention the check flight program established by the operator.

The source documents called by this section are:

• technical acts of the technical authority.

• manufacturer's documentation.
• or other technical documents (reference the documentation and specify the part
used).

Functional Check Flight (FCF) program:

The procedures for carrying out check flights are defined by the operator who draws
up the FCF program.

The program normally consists of control sheets to be executed, summarising the

checks to be carried out in-flight or on the ground. The parameters to be recorded as
well as the conditions of operation checks on the ground and in-flight must be
consistent with the manufacturer's recommendations or those defined or approved by
the technical authority. The check flight program is supplemented by the operator's
prescriptions: safety instructions, flight safety, the exclusivity of the check flight on the
execution of any other mission, preparation of the check flight.

In the event of a voluntary application by an operator of the requirements associated

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with ETOPS operations, refer to AMC 20-6 - EASA edition in force to describe the
methods of maintenance and storage of the components, equipment concerned.
Reference to the ETOPS manual is possible.

Section 6

Maintenance tasks table

This section must include an overview of the maintenance tasks classified according
to a breakdown into system and subsystem (specifications S1000D, standard ATA
100) with for each of the tasks the indication of the periodicity according to the
checks defined in section 2.

The tasks must be sufficiently detailed. They must be identified so that the
correspondence between the AMP and the execution documents (work cards, etc.)
can be easily and error-free possible.

This section must also contain any particular maintenance tasks, such as:

• periodic checks introduced following the application of a repair solution.

• maintenance checks which are specific to the application of a structural verification

program.

Maintenance operations on the removed equipment must not be included in this

table.

The reference for the maintenance task will be entered on the work card in case the
numbering is different.

Note: when the manufacturer's program defines, in addition to the operations relating
to systems and subsystems, inspections by zones and, where appropriate, specific
ETOPS operations, these must also be taken into account.

ANNEX II EXAMPLE OF PRESENTATION OF AN AMP

See the example of an AMP for AW139

Edited By

PS 1 JMR
DGTA-AAMR

In cooperation with
French Air Force Representative
DSA`E in No. 22 Sqn (A400M)

Date: August 2020

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