The regulation itself allows for component maintenance in accordance with a CMM under A category approval provided the component does not need to be removed from the airframe in order to undergo such maintenance unless it is being removed only for the purpose of obtaining better access.
It is up to the operator to obtain the most current revision of the proper CMM.Could you advise from where it is coming or give a reference to the regulation (document) with the requerements?The legislation lists what maintenance manuals should be used with reference to aircraft maintenance, and those include mainly the AMM (aircraft maintenance manual) and IPC (illustrated parts catalogue). The “reference” I mentioned above will likely be in the form “do something in accordance with the applicable component maintenance manual”.
This approval allows you to do something, that is not allowed when you maintain components in the A category as described above – it allows you to issue a component release certificate in the form of an EASA Form One or equivalent (like the FAA Form 8130).Let’s start with the second question – who can do maintenance on aircraft components?
But I don’t think it would be aceptable to sign it off on an EASA Form One and then, for example, sell it. It is either ordered by the operator or airworthiness provider if it is voluntary, or performed by the workshop automatically if it is mandatory.Hi Malcolm, thanks for pointing that out! I work in structural repair and composites, so I'm familiar with the Structural Repair Manual (SRM), the Illustrated Part Manual (IPC), and the Aircraft Maintenance Manual (AMM).
A Part 145 approved maintenance organization, with an A-class approval (for aircraft) can carry out maintenance on aircraft. Yes, if you wish to service any components, including batteries, your company will need to be Part-145 certified. This includes creating the manual (MOE), obtaining all approved maintenance data for the components you wish to service, hiring the right personnel, etc. It is a companion document to the Aircraft Maintenance Manual (AMM) and includes all parts for which a maintenance practice has been provided. An overhaul is sometimes called a major repair, although personally I don’t like this term as it is highly confusing. Is that correct please?
Newport Aeronautical Sales is the leading supplier of technical data on military and commercial aircraft worldwide. The AMM will tell you what you are allowed to do on an aircraft and hence, what technical actions are considered aircraft maintenance rather than component maintenance.
The inspection is important, as it can be an MPD task or even an AD requirement.Also, in most cases, the differences in the PN will only be in the dash number. It was my intention to write about why components are being sent to shop and what can actually be done with them. If you have an electronic copy please email us the file or the link and so help us in making this a comprehensive free source for pilots everywhere. is it mean same Make/Model?Thank you for the wonderful piece of information, I’m more interested in the repair process in the assembly line. The legislation lists what maintenance manuals should be used with reference to aircraft maintenance, and those include mainly the AMM (aircraft maintenance manual) and IPC (illustrated parts catalogue).
Maintenance Manual (Heavy Maintenance) 912 and 914 Series: d06679 Ed.1, Rev.6 July 1, 2018: 25.8 MB: 912 Series (all), 914 (all) Maintenance Manual (Heavy Maintenance) 912 and 914 Series Every component that arrives, be it from a shop or from the manufacturer, needs to undergo an incoming inspection, to check for the state of the component, the package, paperwork, etc.The ability to fix components requires a different kind of Part 145 approval – an approval within the C category. However, an aircraft is – quite obviously – made up of hundreds or thousands of components. So how do we go about fixing the components which are being removed from the aircraft?A modification is rarely done on its own – most often it is performed during an overhaul or a repair (generally speaking – during a shop visit) of the component. The CMM needs to be accurate, and according to the regulations the operator must inform you if they find any problems, and as the manufacturer, you must ammend the CMM accordingly.
However, also the CMM (component maintenance manual) is listed as possible aircraft maintenance data.The fact that a modification has been applied to a given component must be made clear on the release document (EASA Form One) and recorded in the operator’s airworthiness record system.I saw this statement in some Part 145 MOEs but why it should be added (make procedure stricter because not all AMM tasks have reference for CMM in case of repair needed) if there is no requirements in the regulation?Interesting question.
This is typically done in the shipping / receiving department.
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