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2.4.4 To carry out their respective functions, States could enter into bilateral airworthiness and transfer of aircraft agreement which describes procedures for:
a)  the approval of the modifications to the type design;
b)  the embodiment of the modifications and repairs; and
c)  the record-keeping of the modifications and repairs.
2.5 Maintenance
2.5.1 Although the maintenance programme is usually approved by the State of Registry (Annex 6, Part I, 8.3), the legislation of a State may require it to approve the maintenance programme for all aircraft operated by the operators of that State. Other factors may, by necessity or for convenience, lead to the use of a third State’s maintenance programme, in the case of transferred aircraft.
2.5.2 Some of the factors influencing the selection of the maintenance programme to be applied when aircraft are transferred are:
a)  the period of time for which the aircraft is transferred;
b)  the differences between the maintenance requirements of the State of Registry and those of the State of the Operator and the compatibility of their approved maintenance programmes;
c)  the different requirements regarding the approval or acceptance of the maintenance programme by the State of the Operator or of the State of Registry;
d) the distance between the place where the aircraft is operated and the State of the Operator,
i.e. the aircraft may be operated in a third State for the duration of the transfer; and
e)  any changes in the aircraft utilization or environmental conditions.
2.5.3 Arrangements and procedures regarding the maintenance, the performance and certification of maintenance, including the signing of maintenance releases and the record-keeping should be acceptable to both the State of Registry and the State of the Operator. These arrangements and procedures could be developed on a case-by-case basis or be the subject of a bilateral airworthiness or transfer agreement.
2.6 Approval for
extended diversion time operations

2.6.1  The approval for conducting extended diversion time operations applies to an individual operator and to a specific airframe-engine combination of that operator’s fleet. The approval is not transferable with the aeroplane.
2.6.2  The original operator that has authority for extended diversion time operations, in transferring an aeroplane under a wet lease arrangement with an acquiring operator, retains this authority.
2.6.3 In the case of an original operator that has authority for extended diversion time operations, transferring an aeroplane under a dry lease arrangement, the acquiring operator should obtain the authority to conduct extended diversion time operations from the State of the acquiring operator.
2.6.4  Arrangements and procedures regarding the approval of extended diversion time operations with a transferred aircraft should primarily be acceptable to the State of the Operator. Where applicable, the experience of the original operator being used to approve the new operator’s extended diversion time operations should be clearly identified in the transfer arrangements.
Note 1.— Dry/wet lease is defined in the Manual of Procedures for Operations Inspection Certification and Continued Surveillance (Doc 8335).
Note 2.— General guidance material on the continuing airworthiness requirements for extended diversion time operations is contained in Chapter 2 of Part IV of this Manual.
2.7 Information on faults, malfunctions and defects and other occurrences
2.7.1 Annex 8, Part II, 4.2.3 requires the State of Registry, in respect of aeroplanes over 5 700 kg and helicopters over 3 175 kg maximum certificated take-off mass, to ensure that there exists a system whereby information on faults, malfunctions, defects and other occurrences is transferred to the organization responsible for the type design. Furthermore, 4.2.4 of the same document requires Contracting States to establish which type of service information is to be reported by operators, organizations responsible for type design and maintenance organizations.
　
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