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Information on times, dates, cycles etc. should give an overall picture on the state of maintenance of the aircraft and its components.
The current status of all service life-limited  aircraft components should indicate the component life limitation, total number of hours, accumulated cycles or calendar time and the number  of hours/cycles/time  remaining  before the  required  retirement  time  of the component is reached.
The current status of AD should identify the applicable AD including revision or amendment numbers. Where an AD is generally applicable to the aircraft or component type but is not applicable to the particular aircraft or component, then this should be identified. The AD status includes the date when the AD was accomplished, and where the AD is controlled by flight hours or flight cycles it should include the aircraft or engine or component total flight hours or cycles, as appropriate. For repetitive ADs, only the last application should be recorded in the AD status. The status should also specify which part of a multi-part  directive has been accomplished  and the method,  where a choice  is available in the AD.
The status of current modification and repairs means a list of embodied modification and repairs together with the substantiating data supporting compliance with the airworthiness requirements. This can be in the form of a Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or similar approved document.
The substantiating data may include:
(a)
compliance programme; and,

(b)
master drawing or drawing list, production drawings, and installation instructions; and,

(c)
engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.); and,

(d)
ground and flight test programme and results; and,

(e)
mass and balance change data; and,

(f)
maintenance and repair manual supplements; and,

(g)
maintenance   programme changes and instructions  for continuing airworthiness; and,

(h)
aircraft flight manual supplement.

Some gas turbine engines are assembled from modules and a true total time in service for a total engine is not kept. When owners and operators wish to take advantage of the modular design, then total time in service and maintenance  records for each  module  is to be maintained. The continuing airworthiness records as specified are to be kept with the module and should show compliance with any mandatory requirements pertaining to that module.
AMC M.305 (h) Aircraft continuing airworthiness record system
When  an owner/operator arranges for the relevant maintenance  organisation to retain copies of the continuing airworthiness records on their behalf, the owner/operator will continue to be responsible  for the retention  of records. If they cease to be the owner/operator of the aircraft, they also remain responsible for the transferring the records to any other person who becomes the owner/operator of the aircraft.
Keeping continuing airworthiness records in a form acceptable to CAD normally  means in paper form or on a computer  database or a combination  of both methods. Records stored in microfilm or optical disc form are also acceptable. All records should remain legible throughout the required retention period.
Paper systems should use robust material, which can withstand normal handling and filing. Computer systems should have at least one backup system, which should be updated at least within 24 hours of any maintenance. Each terminal is required to contain programme safeguards against the ability of unauthorised personnel to alter the database.
Details of current modifications and repairs include the data supporting compliance with the airworthiness requirements. This can be in the form of a STC, SB, SRM or similar document.
　
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