a) by active control through direct involvement and/or
b) by endorsing the recommendations made by the sub-contracted organisation.
6.
In order to retain ultimate responsibility the operator should limit sub-contracted 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 operators responsibilities as agreed by the
DGCA.
7.
The operator's management controls associated with sub-contracted continuing airworthiness management tasks should be reflected in the associated written contract and be in accordance with the operator's policy and procedures defined in his continuing airworthiness management exposition. When such tasks are sub-contracted the operator's continuing airworthiness management system is considered to be extended to the subcontracted organisation.
Rev 0, dated 2nd March, 2010
8.
With the exception of engines and auxiliary power units contracts would normally be limited to one organisation per aircraft type for any combination of the activities described in Appendix II. Where arrangements are made with more than one organization the operator should demonstrate adequate coordination controls are in place and that the individual responsibilities are clearly defined in related contracts.
9.
Contracts should not authorize the sub-contracted organisation to sub-contract to other organisations elements of the continuing airworthiness management tasks.
10.
The operator should ensure that any findings arising from the DGCA monitoring of the sub-contracted continuing airworthiness management tasks will be closed to the satisfaction of the DGCA. This provision should be included in the contract.
11.
The sub-contracted organisation should agree to notify the respective operators of any changes affecting the contracts as soon as practical. The operator should then inform its DGCA. Failure to do so may invalidate the DGCA acceptance of the contract.
12.
Appendix II provides information on the sub-contracting of continuing airworthiness management tasks.
13.
The operator should only sub contract to organisations which are specified by the DGCA on the AOC or CA Form 14 (Appendix-VI) as applicable.
AMC M.A.201 (h) 2- Responsibilities
1. The requirement is intended to provide for the possibility of the following three alternative options:
a) an operator to be approved in accordance with CAR 145 to carry out all maintenance of the aircraft and components;
b) an operator to be approved in accordance with CAR 145 to carry out some of the maintenance of the aircraft and components. This, at minimum, could be limited line maintenance but may be considerably more but still short of option (a);
c) An operator not approved in accordance with CAR 145 to carry out any maintenance.
2. An operator or prospective operator may apply for any one of these options but it will be for DGCA to determine which option may be accepted in each particular case.
2.1 To make this determination DGCA will apply the primary criteria of relevant operator experience if carrying out some or all maintenance on comparable aircraft. Therefore where an operator applies for option (a) – all maintenance – DGCA will need to be satisfied that the operator has sufficient experience of carrying out all maintenance on a comparable type. For example, assuming that the experience is judged satisfactory, then it is reasonable from the maintenance viewpoint to add a different wide bodied aircraft to an existing wide bodied fleet. If the experience is not satisfactory or too limited, DGCA may choose either to require more experienced management and/or more experienced release to service staff or may refuse to accept the new wide bodied aircraft if extra experienced staff
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