Part M Detail

NCAR Part-M Continuing Airworthiness Requirements
Chapter 1 – Section A Technical Requirements
CHAPTER 1 - SECTION A TECHNICAL REQUIREMENTS
SUBPART A - GENERAL
NCAR M.A.100 DEFINITIONS

Within the scope of NCAR Part-M, the following definitions shall apply:
a) "aircraft" means any machine that can derive support in the atmosphere from the reactions
of the air other than reactions of the air against the earth's surface;
b) "certifying staff" means personnel responsible for the release of an aircraft or a component
after maintenance;
c) "component" means any engine, propeller, part or appliance;
d) "continuing airworthiness" means all of the processes ensuring that, at any time in its
operating life, the aircraft complies with the airworthiness requirements in force and is in a
condition for safe operation;
e) "JAA" means "Joint Aviation Authorities";
f) "JAR" means "Joint Aviation Requirements";
g) "large aircraft" means an aircraft, classified as an aeroplane with a maximum take-off mass
of more than 5700 kg (12500 lb), or a multi-engined helicopter;
h) “Large Aeroplane” means an aeroplane of more then 5700 kg maximum certificated take-off
weight. The category “Large Aeroplane” doesnot include the commuter aeroplane category as
defined in CS23.1 and CS23.3.
i) “Commuter Aeroplane” means a propeller driven twin engine aeroplane that has a seating
configuration, excluding the pilot seat(s) or 19 or fewer and a maximum certificated weight of
8618 Kg (19000 lb) or less.
j) "maintenance" means any one or combination of overhaul, repair, inspection, replacement,
modification or defect rectification of an aircraft or component, with the exception of pre-
flight inspection;
k) "organisation" means a natural person, a legal person or part of a legal person. Such an
organisation may be established at more than one locationwithin the territory of the Nepal;
l) "pre-flight inspection" means the inspection carried out before flight to ensure that the
aircraft is fit for the intended flight.
m) “LA1 aircraft” means the following Light Aircraft:
a. an aeroplane, sailplane or powered sailplane with a Maximum Take-off Mass
(MTOM) less than 1000 kg that is not classified as complex motor-powered aircraft;
b. a balloon with a maximum design lifting gas or hot air volume of not more than 3400
m3 for hot-air balloons, 1050 m3 for gas balloons, 300 m3 for tethered gas balloons;
c. an airship designed for not more than two occupants and a maximum design lifting
gas or hot-air volume of not more than 2500 m3 for hot-air airships and 1000 m3 for
gas airships;
n) “LSA aircraft” means a light sport aeroplane which has all of the following characteristics:
a. a Maximum Take-off Mass (MTOM) of not more than 600 kg;
b. a maximum stalling speed in the landing configuration (VS0) of not more than 45
knots Calibrated Airspeed (CAS) at the aircraft’s maximum certificated takeoff mass
and most critical centre of gravity;
c. a maximum seating capacity of no more than two persons, including the pilot;
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d. a single, non-turbine engine fitted with a propeller;

e. a non-pressurised cabin;
o) “principal place of business” means the head office or the registered office of the
undertaking within which the principal financial functions and operational control of the
activities referred to in NCAR Part-M are exercised.
p) “complex motor power aircraft” means:
(i) An aeroplane:
- with a maximum certificated take-off mass exceeding 5700 kg, or
- certificated for a maximum passenger seating configuration of more than nineteen, or
- certificated for operation with a minimum crew of at least two pilots, or
- equipped with (a) turbojet engine(s) or more than one turboprop engine, or
(ii) A helicopter certificated:
- for a maximum take-off mass exceeding 3175 kg, or
- for a maximum passenger seating configuration of more than nine, or
- for operation with a minimum crew of at least two pilots, or
(iii) A tilt rotor aircraft;
q) “Commercial Operation” means any operation of an aircraft, in return for remuneration or
other valuable consideration, which is available to the public or when not made available to
the public, which is performed under a contract between an operator and a customer where
the later has no control over the operator.
r) “Commercial Air Transport” means any aircraft operation involving the transport of
passengers, cargo or mail for remuneration or hire. (Reference: ICAO Annex 6, Part 1,
Chapter 1).
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NCAR M.A.105 APPLICABILITY

1. The continuing airworthiness of aircraft and components shall be ensured in accordance with
the provisions ofNCAR Part-M.
2. Organisations and personnel involved in the continuing airworthiness of aircraft and
components, including maintenance, shall comply with the provisions of NCAR Part-Mand
where appropriate withNCAR Part-145and NCAR Part-66.
3. This NCAR Part-M shall enter into force with effect from the date communicated by CAA
Nepal.
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NCAR M.A.110 SCOPE

NCAR Part-M establishes the measures to be taken to ensure that airworthiness is maintained,
including maintenance. It also specifies the conditions to be met by the persons or organisations
involved in such continuing airworthiness management.
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NCAR Part M Continuing Airworthiness Requirements
SUBPART B - ACCOUNTABILITY
NCAR M.A.201 RESPONSIBILITIES

a) The owner is responsible for the continuing airworthiness of an aircraft and shall ensure that no
flight takes place unless:
1. the aircraft is maintained in an airworthy condition, and;
2. any operational and emergency equipment fitted is correctly installed and serviceable
or clearly identified as unserviceable, and;
3. the airworthiness certificate remains valid, and;
4. the maintenance of the aircraft is performed in accordance with the approved
maintenance programme as specified in NCAR M.A.302.
b) When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if:
1. the lessee is stipulated on the registration document, or;
2. detailed in the leasing contract.
When reference is made in NCAR Part-M to the "owner", the term owner covers the owner or
the lessee, as applicable.
c) Any person or organisation performing maintenance shall be responsible for the tasks
performed.
d) The pilot-in-command or, in the case of commercial air transport, the operator shall be
responsible for the satisfactory accomplishment of the pre-flight inspection. This inspection
must be carried out by the pilot or another qualified person but need not be carried out by an
approved maintenance organisation or by NCAR Part-66 licenced certifying staff.
e) In order to satisfy the responsibilities of paragraph (a),
(i) The owner of an aircraft may contract the tasks associated with continuing airworthiness to
a continuing airworthiness management organisation approved in accordance with Section
A, Subpart G of NCAR Part-M. In this case, the continuing airworthiness management
organisation assumes responsibility for the proper accomplishment of these tasks.
(ii) An owner who decides to manage the continuing airworthiness of the aircraft under its own
responsibility, without a contract in accordance with Appendix I, may nevertheless make a
limited contract with a continuing airworthiness management organisation approved in
accordance with Section A, Subpart G of NCAR Part-M, for the development of the
maintenance programme and its approval in accordance with NCAR M.A.302. In that case,
the limited contract transfers the responsibility for the development and approval of the
maintenance programme to the contracted continuing airworthiness management
organisation.
f) In the case of large aircraft, in order to satisfy the responsibilities of paragraph (a) the owner of
an aircraft shall ensure that the tasks associated with continuing airworthiness are performed by
an approved continuing airworthiness management organisation. A written contract shall be
made in accordance with Appendix I. In this case, the continuing airworthiness management
organisation assumes responsibility for the proper accomplishment of these tasks.
g) Maintenance of large aircraft, aircraft used for commercial air transport and components thereof
shall be carried out by a NCAR Part-145 approved maintenance organisation.
h) In the case of commercial air transport the operator is responsible for the continuing
airworthiness of the aircraft it operates and shall:
1. be approved, as part of the air operator certificate issued by CAA Nepal, pursuant to NCAR
M.A. Subpart G for the aircraft it operates; and
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2. be approved in accordance with NCAR Part-145 or contract such an organisation; and

3. ensure that paragraph (a) is satisfied.
i) When an operator applies for a certificate for commercial operations, other than for commercial
air transport, it shall:
1. be appropriately approved, pursuant to NCAR M.A. Subpart G, for the management of the
continuing airworthiness of the aircraft it operates or contract such an organisation; and
2. be appropriately approved in accordance with NCAR M.A. Subpart F or NCAR Part-145, or
contract such organisations; and
3. ensure that paragraph (a) is satisfied.
j) The owner/operator shall ensure that any person authorized by the CAA Nepal is granted access
to any of its facilities, aircraft or documents related to its activities, including any subcontracted
activities, to determine compliance with NCAR Part-M.
AMC M.A.201(e) RESPONSIBILITIES

The limited contract for the development and approval of the aircraft maintenance programme should
cover the responsibilities related to NCAR M.A.302(d) and (g). This contract may also entitle the
M.A. Subpart G organisation to use the indirect approval procedure described in NCAR M.A.302 (c).
AMC M.A.201(h) RESPONSIBILITIES

1. Reference to aircraft includes the components fitted to or intended to be fitted to the
aircraft.
2. The performance of ground de-icing and anti-icing activities does not require a NCAR Part-
145 maintenance organisation approval. Nevertheless, inspections required to detect, and
when necessary eliminate de-icing and/or anti-icing fluid residues are considered
maintenance. Such inspections may only be carried out by suitably authorized personnel.
3. The requirement means that the operator is responsible for determining what maintenance is
required, when it has to be performed and by whom and to what standard, in order to ensure
the continued airworthiness of the aircraft being operated.
4. An operator should therefore have adequate knowledge of the design status (type
specification, customer options, airworthiness directives (AD), airworthiness limitations
asnotified by the manufacturer and approved by the State of designfuel tank system
airworthiness limitations including Critical Design Configuration Control Limitations
(CDCCL) modifications, major repairs, operational equipment) and required and performed
maintenance. The Status of aircraft design and maintenance should be adequately
documented to support the performance of the quality system.
5. An operator should establish adequate co-ordination between flight operations and
maintenance to ensure that both will receive all information on the condition of the aircraft
necessary to enable both to perform their tasks.
6. The requirement does not mean that an operator himself performs the maintenance (this is
to be done by a maintenance organisation approved under NCAR Part-145) but that the
operator carries the responsibility for the airworthy condition of aircraft it operates and thus
should be satisfied before the intended flight that all required maintenance has been
properly carried out.
7. When an operator is not appropriately approved in accordance with NCAR Part-145, the
operator should provide a clear work order to the maintenance contractor. The fact that an
operator has contracted a maintenance organisation approved under NCAR Part-145 should
not prevent it from checking at the maintenance facilities on any aspect of the contracted
work if he wishes to do so to satisfy his responsibility for the airworthiness of the aircraft.
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AMC M.A.201(h)1 RESPONSABILITIES (SEE APPENDICES TO NCAR

PART-M - APPENDIX 2 TO AMC M.A.201(h))
1. An operator only needs to be approved for the management of the continuing airworthiness
of the aircraft listed on its AOC. The approval to carry out airworthiness reviews is
optional.
2. This approval does not prevent the operator subcontracting certain continuing airworthiness
management tasks to competent persons or organisations. This activity is considered as an
integral element of the operator’s NCAR M.A. Subpart G approval. The regulatory
monitoring is exercised through the operator’s NCAR M.A. Subpart G approval. The
contracts should be acceptable to CAA Nepal.
3. The accomplishment of continuing airworthiness activities forms an important part of the
operator’s responsibility with the operator remaining accountable for satisfactory
completion irrespective of any contract that may be established.
4. NCAR Part-M does not provide for organisations to be independently approved to perform
continuing airworthiness management tasks on behalf of commercial air transport operators.
The approval of such activity is vested in the operator’s air operator’s certificate (AOC).
The sub-contracted organisation is considered to perform the continuing airworthiness
management tasks as an integral part of the operator's continuing airworthiness
management system, irrespective of any other approval held by the subcontractor including
a NCAR M.A. Subpart G approval.
5. The operator is ultimately responsible and therefore accountable for the airworthiness of its
aircraft. To exercise this responsibility the operator should be satisfied that the actions
taken by sub-contracted organisations meet the standards required by NCAR M.A. Subpart
G. The operator's management of such activities should therefore be accomplished
(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
CAA Nepal.
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 sub -
contracted organisation.
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 organisation the operator
should demonstrate that adequate co-ordination controls are in place and that the individual
responsibilities are clearly defined in related contracts.
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9. Contracts should not authorise 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 CAA Nepal monitoring of the
sub-contracted continuing airworthiness management tasks will be closed to the satisfaction
of CAANepal. 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 CAA
Nepal. Failure to do so may invalidate CAA Nepal 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 CAA Nepal
on the AOC or CAAN Form 14 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 NCAR Part-145 to carry out all
maintenance of the aircraft and components;
(b) an operator to be approved in accordance with NCAR Part-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 NCAR Part-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
CAA Nepal to determine which option may be accepted in each particular case.
2.1 To make this determination CAA Nepal 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 – CAA Nepal 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 CAA Nepal 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 cannot be found. Option (b) or (c) may be possible
alternatives.
2.2 Where an operator applies for option (b) – some maintenance or CAA Nepal has been
unable to accept an application for option (a) – then satisfactory experience is again the
key but in this case the satisfactory experience is related to the reduced maintenance of
this option. If the experience is not satisfactory or too limited CAA Nepal may choose to
require more experienced staff or may refuse to accept the application if such staff cannot
be found. Option (c) may be the possible alternative. Option (c) accepts that the operator
either does not have satisfactory experience or has only limited experience of some
maintenance.
2.3 CAA Nepal will require an operator to enter into a contract with an appropriately
approved NCAR Part-145 organisation except in those cases where CAA Nepal believes
that it is possible to obtain sufficient satisfactorily experienced staff to provide the
minimal maintenance support for option (b), in which case option (b) would apply.
2.4 In respect of this paragraph, ‘experience’ means staff who have proven evidence that they
were directly involved with at least line maintenance of similar aircraft types for not less
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than 12 months. Such experience should be demonstrated to be satisfactory. An operator

is required to have enough personnel meeting the requirement of NCAR M.A.706 to
manage the maintenance responsibility whichever option is used.
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NCAR M.A.202 OCCURRENCE REPORTING
a) Any person or organisation responsible in accordance with NCAR M.A.201 shall report to CAA
Nepal, the organisation responsible for the type design or supplemental type design and, if
applicable, the State of operator, any identified condition of an aircraft or component which
endangers flight safety.
b) Reports shall be made in a manner established by CAA Nepaland contain all pertinent
information about the condition known to the person or organisation.
c) Where the person or organisation maintaining the aircraft is contracted by an owner or an
operator to carry out maintenance, the person or the organisation maintaining the aircraft shall
also report to the owner, the operator or the continuing airworthiness management organisation
any such condition affecting the owner's or the operator's aircraft or component.
d) Reports shall be made as soon as practicable, but in any case within 72 hours of the person or
organisation identifying the condition to which the report relates.
AMC M.A.202 (a) OCCURRENCE REPORTING

Accountable persons or organisations should ensure that the type certificate (TC) holder receives
adequate reports of occurrences for that aircraft type, to enable it to issue appropriate service
instructions and recommendations to all owners or operators.
Liaison with the TC holder is recommended to establish whether published or proposed service
information will resolve the problem or to obtain a solution to a particular problem.
An approved continuing airworthiness management or maintenance organisation should assign
responsibility for co-ordinating action on airworthiness occurrences and for initiating any
necessary further investigation and follow-up activity to a suitably qualified person with clearly
defined authority and status.
In respect of maintenance, reporting a condition which endangers flight safety is normally limited
to:
- serious cracks, permanent deformation, burning or serious corrosion of structure found during
scheduled maintenance of the aircraft or component.
- failure of any emergency system during scheduled testing.
AMC M.A.202 (b) OCCURRENCE REPORTING
The reports may be transmitted by any method, i.e. electronically, by post or by facsimile.
Each report should contain at least the following information:
- reporter or organisation’s name and approval reference if applicable,
- information necessary to identify the subject aircraft and/or component,
- date and time relative to any life or overhaul limitation in terms of flying hours/cycles/landings
etc., as appropriate,
- details of the occurrence.
Note: NCAR Chapter C.9 and “CAA Nepal Directive on Occurrence Reporting” may provide further
guidance on occurrence reporting.
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SUBPART C CONTINUING AIRWORTHINESS
NCAR M.A.301 CONTINUING AIRWORTHINESS TASKS

The aircraft continuing airworthiness and the serviceability of both operational and emergency
equipment shall be ensured by:
1. The accomplishment of pre-flight inspections;
2. The rectification in accordance with the data specified in point NCAR M.A.304 and/or point
NCAR M.A.401, as applicable, of any defect and damage affecting safe operation, taking into
account, for all large aircraft or aircraft used for commercial air transport, the minimum
equipment list and configuration deviation list as applicable to the aircraft type”;
3. The accomplishment of all maintenance, in accordance with the NCAR M.A.302 approved
aircraft maintenance programme;
4. For all large aircraft or aircraft used for commercial air transport the analysisof the effectiveness
of the NCAR M.A.302 approved maintenance programme;
5. The accomplishment of any applicable:
(i) airworthiness directive,
(ii) operational directive with a continuing airworthiness impact,
(iii) continued airworthiness requirement established by CAA Nepal,
(iv) measures mandated by CAA Nepal in immediate reaction to a safety problem;
6. The accomplishment of modifications and repairs in accordance with NCAR M.A.304;
7. For non-mandatory modifications and/or inspections, for all large aircraft or aircraft used for
commercial air transport the establishment of an embodiment policy;
8. Maintenance check flights when necessary.
AMC M.A.301-1 CONTINUING AIRWORTHINESS TASKS

1. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to
ensure that the aircraft is fit to make the intended flight. These should typically include but
are not necessarily limited to:
a) a walk-around type inspection of the aircraft and its emergency equipment for condition
including, in particular, any obvious signs of wear, damage or leakage. In addition, the
presence of all required equipment including emergency equipment should be
established.
b) an inspection of the aircraft continuing airworthiness record system or the operators
technical log as applicable to ensure that the intended flight is not adversely affected by
any outstanding deferred defects and that no required maintenance action shown in the
maintenance statement is overdue or will become due during the flight.
c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct
specification, free from contamination, and correctly recorded.
d) a control that all doors are securely fastened.
e) a control that control surface and landing gear locks, pitot/static covers, restraint
devices and engine/aperture blanks have been removed.
f) a control that all the aircraft’s external surfaces and engines are free from ice, snow,
sand, dust etc.
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2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of
the pre-flight inspection. The related pre-flight inspection instructions should address the
procedures to determine where the necessary uplift or inflation results from an abnormal
consumption and possibly requires additional maintenance action by the approved
maintenance organisation or certifying staff as appropriate.
3. In the case of commercial air transport, an operator should publish guidance to maintenance
and flight personnel and any other personnel performing pre-flight inspection tasks, as
appropriate, defining responsibilities for these actions and, where tasks are contracted to
other organisations, how their accomplishment is subject to the quality system of NCAR
M.A.712. It should be demonstrated to CAA Nepal that pre-flight inspection personnel have
received appropriate training for the relevant pre-flight inspection tasks. The training
standard for personnel performing the pre-flight inspection should be described in the
operator’s continuing airworthiness management exposition.
AMC M.A.301– 2 CONTINUING AIRWORTHINESS TASKS

In the case of commercial air transport the operator should have a system to ensure that all
defects affecting the safe operation of the aircraft are rectified within the limits prescribed by the
approved minimum equipment list (MEL) or configuration deviation list (CDL) as appropriate.
Also that such defect rectification cannot be postponed unless agreed by the operator and in
accordance with a procedure approved by CAA Nepal.
In the case of commercial air transport or large aircraft, a system of assessment should be in
operation to support the continuing airworthiness of an aircraft and to provide a continuous
analysis of the effectiveness of the NCAR M.A. Subpart G approved continuing airworthiness
management organisation’s defect control system in use.
The system should provide for:
a) significant incidents and defects: monitor incidents and defects that have occurred in
flight and defects found during maintenance and overhaul, highlighting any that appear
significant in their own right.
b) repetitive incidents and defects: monitor on a continuous basis defects occurring in flight
and defects found during maintenance and overhaul, highlighting any that are repetitive.
c) deferred and carried forward defects: monitor on a continuous basis deferred and carried
forward defects. Deferred defects are defined as those defects reported in operational
service which are deferred for later rectification. Carried forward defects are defined as
those defects arising during maintenance which are carried forward for rectification at a
later maintenance input.
d) unscheduled removals and system performance: analyse unscheduled component
removals and the performance of aircraft systems for use as part of the maintenan ce
programme efficiency.
When deferring or carrying forward a defect the cumulative effect of a number of deferred or
carried forward defects occurring on the same aircraft and any restrictions contained in the MEL
should be considered. Whenever possible, deferred defects should be made known to the
pilot/flight crew prior to their arrival at the aircraft.

The owner or the NCAR M.A. Subpart G approved continuing airworthiness management
organisation as applicable should have a system to ensure that all aircraft maintenance checks are
performed within the limits prescribed by the approved aircraft maintenance programme and that,
whenever a maintenance check cannot be performed within the required time limit, its
postponement is allowed in accordance with a procedure agreed by CAA Nepal.
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The operator or the contracted NCAR M.A. Subpart G approved organisation as applicable
should have a system to analyse the effectiveness of the maintenance programme, with regard to
spares, established defects, malfunctions and damage, and to amend the maintenance programme
accordingly.

Operational directives with a continuing airworthiness impact include operating rules such as
extended twin-engine operations (ETOPS) / long range operations (LROPS), reduced vertical
separation minima (RVSM), MNPS, all weather operations (AWOPS), RNAV, etc.
Any other continued airworthiness requirement made mandatory by CAA Nepalincludes TC
related requirements such as: certification maintenance requirements (CMR), certification life
limited parts, airworthiness limitations as notified by the manufacturer and approved by the State
of Design, fuel tank system airworthiness limitations including Critical Design Configuration
Control Limitations (CDCCL),etc.

An operator or a contracted NCAR M.A. Subpart G approved organisation as applicable should
establish and work to a policy, which assesses non-mandatory information related to the airworthiness
of the aircraft. The following is considerednon-mandatory information such as service bulletins,
service letters and other information that is produced for the aircraft and its components by an
approved design organisation, the manufacturerorCAA Nepal.
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NCAR M.A.302 AIRCRAFT MAINTENANCE PROGRAMME

a) Maintenance of each aircraft shall be organised in accordance with an aircraft maintenance
programme.
b) The aircraft maintenance programme and any subsequent amendments shall be approved by
CAA Nepal.
c) When the continuing airworthiness of the aircraft is managed by a continuing airworthiness
management organisation approved in accordance with Section A, Subpart G of NCAR Part-M,
the aircraft maintenance programme and its amendments may be approved through an indirect
approval procedure.
(i) In that case, the indirect approval procedure shall be established by the continuing
airworthiness management organisation as part of the Continuing Airworthiness
Management Exposition and shall be approved by CAA Nepal responsible for that
continuing airworthiness management organisation.
(ii) Reserved
d) The aircraft maintenance programme must establish compliance with:
(i) instructions issued by CAA Nepal;
(ii) instructions for continuing airworthiness issued by the holders of the type certificate,
restricted type-certificate, supplemental type-certificate, major repair design approval,
TSO authorisation or any other relevant approval issued under EASA Part-21;
(iii) additional or alternative instructions proposed by the owner or the continuing
airworthiness management organisation once approved in accordance with NCAR
M.A.302, except for intervals of safety related tasks referred in paragraph (e), which may
be escalated, subject to sufficient reviews carried out in accordance with paragraph (g) and
only when subject to direct approval in accordance with NCAR M.A.302(b);
e) The aircraft maintenance programme shall contain details, including frequency, of all
maintenance to be carried out, including any specific tasks linked to the type and the specificity
of operations.
f) For large aircraft, when the maintenance programme is based on maintenance steering group
logic or on condition monitoring, the aircraft maintenance programme shall include a reliability
programme.
g) The aircraft maintenance programme shall be subject to periodic reviews and amended
accordingly when necessary. These reviews will ensure that the programme continues to be
valid in light of the operating experience and instructions from CAA Nepal whilst taking into
account new and/or modified maintenance instructions promulgated by the type certificate and
supplementary type certificate holders and any other organisation that publishes such data in
accordance with EASA Part-21.
AMC M.A.302 AIRCRAFT MAINTENANCE PROGRAMME(SEE

APPENDICES TO NCAR PART-M - APPENDIX 1 TO AMC M.A.302 AND
AMC M.B.301(b))
1. The term “maintenance programme” is intended to include scheduled maintenance tasks the
associated procedures and standard maintenance practices. The term “maintenance schedule”
is intended to embrace the scheduled maintenance tasks alone.
2. The aircraft should only be maintained to one approved maintenance programme at a given
point in time. Where an owner or operator wishes to change from one approved programme to
other, a transfer check or inspection may need to be performed in order to implement the
change.
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3. The maintenance programme details should be reviewed at least annually. As a minimum

revisions of documents affecting the programme basis need to be considered by the owner or
operator for inclusion in the maintenance programme during the annual review. Applicable
mandatory requirements for compliance with EASA Part-21 should be incorporated into the
owner or operator’s maintenance programme as soon as possible.
4. The aircraft maintenance programme should contain a preface which will define the
maintenance programme contents, the inspection standards to be applied, permitted variations
to task frequencies and, where applicable, any procedure to manage the evolution of
established check or inspection intervals.
Appendix I to AMC M.A.302 provides detailed information on the contents of an approved
aircraft maintenance programme.
5. Repetitive maintenance tasks derived from modifications and repairs should be incorporated
into the approved maintenance programme.
AMC M.A.302(a) AIRCRAFT MAINTENANCE PROGRAMME

A maintenance programme may indicate that it applies to several aircraft registrations as long as
the maintenance programme clearly identifies the effectivityof the tasks and procedures that are
not applicable to all of the listed registrations.
AMC M.A.302(d) AIRCARFT MAINTENANCE PROGRAMME

COMPLIANCE
1. An owner or operator’s maintenance programme should normally be based upon the
maintenance review board (MRB) report where applicable, the maintenance planning
document (MPD), the relevant chapters of the maintenance manual or any other maintenance
data containing information on scheduling. Furthermore, an owner or operator’s maintenance
programme should also take into account any maintenance data containing information on
scheduling for components.
2. Instructions issued by CAA Nepal can encompass all types of instructions from a specific
task for a particular aircraft to complete recommended maintenance schedules for certain
aircraft types that can be used by the owner/operator directly. These instructions may be
issued by CAA Nepal in the following cases:
• in the absence of specific recommendations of the Type Certificate Holder.
• to provide alternate instructions to those described in the subparagraph 1 above, with the
objective of providing flexibility to the operator.
3. Where an aircraft type has been subjected to the MRB report process, an operator should
normally develop the initial operator’s aircraft maintenance programme based upon the MRB
report.
4. Where an aircraft is maintained in accordance with an aircraft maintenance programme based
upon the MRB report process, any associated programme for the continuous surveillance of
the reliability, or health monitoring of the aircraft should be considered as part of the aircraft
maintenance programme.
5. Aircraft maintenance programmes for aircraft types subjected to the MRB report process
should contain identification cross reference to the MRB report tasks such that it is always
possible to relate such tasks to the current approved aircraft maintenance programme. This
does not prevent the approved aircraft maintenance programme from being developed in t he
light of service experience to beyond the MRB report recommendations but will show the
relationship to such recommendations.
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6. Some approved aircraft maintenance programmes, not developed from the MRB process,
utilise reliability programmes. Such reliability programmes should be considered as a part of
the approved maintenance programme.
7. Alternate and/or additional instructions to those defined in paragraphs NCAR M.A.302(d)(i)
and (ii), proposed by the owner or the operator, may include but are not limited to the
following:
• Escalation of the interval for certain tasks based on reliability data or other supporting
information. Appendix I recommends that the maintenance programme contains the
corresponding escalation procedures. The escalation of these tasks is directly approved by
CAA Nepal, except in the case of ALIs (Airworthiness Limitations), which are approved
by the State of Design.
• More restrictive intervals than those proposed by the TC holder as a result of the
reliability data or because of a more stringent operational environment.
• Additional tasks at the discretion of the operator.
AMC M.A.302 (f) AIRCRAFT MAINTENANCE PROGRAMME -

RELIABILITY PROGRAMMES
1. Reliability programmes should be developed for aircraft maintenance programmes based
upon maintenance steering group (MSG) logic or those that include condition monitored
components or that do not contain overhaul time periods for all significant system
components.
2. Reliability programmes need not be developed for aircraft not considered as large aircraft or
that contain overhaul time periods for all significant aircraft system components.
3. The purpose of a reliability programme is to ensure that the aircraft maintenance programme
tasks are effective and their periodicity is adequate.
4. The reliability programme may result in the escalation or deletion of a maintenance task, as
well as the de-escalation or addition of a maintenance task
5. A reliability programme provides an appropriate means of monitoring the effectiveness of the
6. Appendix I to AMC M.A.302 and NCAR M.B.301 (d) gives further guidance.
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NCAR M.A.303 AIRWORTHINESS DIRECTIVES

Any applicable airworthiness directive must be carried out within the requirements of that
airworthiness directive, unless otherwise specified by CAA Nepal.
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NCAR M.A.304 DATA FOR MODIFICATIONS AND REPAIRS

Damage shall be assessed and modifications and repairs carried out using data approved by CAA
Nepal in accordance withEASAPart-21.
AMC M.A.304 DATA FOR MODIFICATIONS AND REPAIRS

A person or organisation repairing an aircraft or component should assess the damage against
published approved repair data and the action to be taken if the damage is beyond the limits or
outside the scope of such data. This could involve any one or more of the following options:
• repair by replacement of damaged parts,
• requesting approved datafrom the type certificate holder recognised / accepted by CAA
Nepal,or
• finally approved by CAA Nepal in accordance with EASA Part-21.
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NCAR M.A.305 AIRCRAFT CONTINUING AIRWORTHINESS RECORD

SYSTEM
a) At the completion of any maintenance, the certificate of release to service required by NCAR
M.A.801 or NCAR 145.A.50 shall be entered in the aircraft continuing airworthiness records.
Each entry shall be made as soon as practicable but in no case more than 30 days after the day
of the maintenance action.
b) The aircraft continuing airworthiness records shall consist of:
1. an aircraft logbook, engine logbook(s) or engine module log cards, propeller logbook(s)
and log cards, for any service life limited component as appropriate,and,
2. when required in NCAR M.A.306 for commercial air transport or by CAA Nepal for
commercial operations other than commercial air transport, the operator's technical log.
c) The aircraft type and registration mark, the date, together with total flight time and/or flight
cycles and/or landings, as appropriate, shall be entered in the aircraft logbooks.
d) The aircraft continuing airworthiness records shall contain the current:
1. status of airworthiness directives and measures mandated by CAA Nepal in immediate
reaction to a safety problem;
2. status of modifications and repairs;
3. status of compliance with maintenance programme;
4. status of service life limited components;
5. mass and balance report;
6. list of deferred maintenance.
e) In addition to the authorised release document, CAAN Form 1 or equivalent, the following
information relevant to any component installed (engine, propeller, engine module or service life-
limited component) shall be entered in the appropriate engine or propeller logbook, engine
module or service life limited component log card:
1. identification of the component, and;
2. the type, serial number and registration, as appropriate, of the aircraft, engine, propeller,
engine module or service life-limited component to which the particular component has been
fitted, along with the reference to the installation and removal of the component, and;
3. the date together with the component’s accumulated total flight time and/or flight cycles
and/or landings and/or calendar time, as appropriate, and;
4. the current paragraph (d) information applicable to the component.
f) The person responsible for the management of continuing airworthiness tasks pursuant to NCAR
M.A. Subpart B, shall control the records as detailed in this paragraph and present the records to
CAA Nepal upon request.
g) All entries made in the aircraft continuing airworthiness records shall be clear and accurate.
When it is necessary to correct an entry, the correction shall be made in a manner that clearly
shows the original entry.
h) An owner or operator shall ensure that a system has been established to keep the following
records for the periods specified:
1. all detailed maintenance records in respect of the aircraft and any service life-limited
component fitted thereto, until such time as the information contained therein is superseded
by new information equivalent in scope and detail but not less than 36 months after the
aircraft or component has been released to service, and;
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2. the total time in service (hours, calendar time, cycles and landings) of the aircraft and all
service life-limited components, at least 12 months after the aircraft or component has been
permanently withdrawn from service, and;
3. the time in service (hours, calendar time, cycles and landings) as appropriate, since last
scheduled maintenance of the component subjected to a service life limit, at least until the
component scheduled maintenance has been superseded by another scheduled maintenance
of equivalent work scope and detail, and;
4. the current status of compliance with maintenance programme such that compliance with the
approved aircraft maintenance programme can be established, at least until the aircraft or
component scheduled maintenance has been superseded by other scheduled maintenance of
equivalent work scope and detail, and;
5. the current status of airworthiness directives applicable to the aircraft and components, at
least 12 months after the aircraft or component has been permanently withdrawn from
service, and;
6. details of current modifications and repairs to the aircraft, engine(s), propeller(s) and any
other component vital to flight safety, at least 12 months after they have been permanently
withdrawn from service.
AMC M.A.305 (d) AIRCRAFT CONTINUING AIRWORTHINESS RECORD

SYSTEM
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.
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AMC M.A.305 (d) (4) AND AMC M.A.305 (h) AIRCRAFT CONTINUING
AIRWORTHINESS RECORD SYSTEM
The term ‘service life-limited components’ embraces: (i) components subject to a certified life limit
after which the components should be retired, and (ii) components subject to a service life limit after
which the components should undergo maintenance to restore their serviceability.
The current status of service life-limited aircraft components should indicate:
i. for components subject to a certified life limit: 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;
ii. for components subject to a service life limit: the component service life limit, the hours, cycles or
calendar time since the component has been restored back to their service life and the remaining
service (hours, cycles, calendar time) life before the components need to undergo maintenance.
Any action that alters the components’ life limit (certified or service) or changes the parameter of the
life limit (certified or service) should be recorded.
When the determination of the remaining life requires knowledge of the different types of
aircraft/engine on which the component has previously been installed, the status of all service-life
limited aircraft components should additionally include a full installation history indicating the
number of hours, cycles or calendar time relevant to each installation on these different types of
aircraft/engine. The indication of the type of aircraft/engine should be sufficiently detailed with regard
to the required determination of remaining life.
Recommendations from the type certificate holder on the procedures to record the remaining life may
be considered.
AMC M.A.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 transferring the records to any other person who becomes the owner/operator of the
aircraft.
Keeping continuing airworthiness records in a form acceptable to CAA Nepal 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.
Continuing airworthiness records should be stored in a safe way with regard to damage, alteration and
theft. Computer backup discs, tapes etc., should be stored in a different location from that containing
the current working discs, tapes, etc., and in a safe environment. Reconstruction of lost or destroyed
records can be done by reference to other records which reflect the time in service, research of records
maintained by repair facilities and reference to records maintained by individual mechanics, etc.
When these things have been done and the record is still incomplete, the owner/operator may make a
statement in the new record describing the loss and establishing the time in service based on the
research and the best estimate of time in service. The reconstructed records should be submitted to
CAA Nepal for acceptance. CAA Nepal may require the performance of additional maintenance if not
satisfied with the reconstructed records.
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AMC M.A.305(h)6 AIRCRAFT CONTINUING AIRWORTHINESS RECORD

SYSTEM
For the purpose of this paragraph, a “component vital to flight safety” means a component that
includes certified life limited parts or is subject to airworthiness limitations or a major component
such as, undercarriage or flight controls.
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NCAR M.A.306 OPERATOR'S TECHNICAL LOG SYSTEM
a) In the case of commercial air transport, in addition to the requirements of NCAR M.A.305, an
operator shall use an aircraft technical log system containing the following information for each
aircraft:
1. information about each flight, necessary to ensure continued flight safety, and;
2. the current aircraft certificate of release to service, and;
3. the current maintenance statement giving the aircraft maintenance status of what scheduled
and out of phase maintenance is next due except that CAA Nepal may agree to the
maintenance statement being kept elsewhere, and;
4. all outstanding deferred defects rectifications that affect the operation of the aircraft, and;
5. any necessary guidance instructions on maintenance support arrangements.
b) The aircraft technical log system and any subsequent amendment shall be approved by CAA
Nepal.
c) An operator shall ensure that the aircraft technical log is retained for 36 months after the date of
the last entry.
AMC M.A.306 (a) OPERATORS TECHNICAL LOG SYSTEM

For commercial air transport the operator’s aircraft technical log is a system for recording defects
and malfunctions during the aircraft operation and for recording details of all maintenance carried
out on an aircraft between scheduled base maintenance visits. In addition, it is used for recording
flight safety and maintenance information the operating crew need to know.
Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the safety
of its occupants are regarded as forming part of the aircraft log book where recorded by another
means.
The operator’s aircraft technical log system may range from a simple single section document to
a complex system containing many sections but in all cases it should include the information
specified for the example used here which happens to use a 5 section document / computer
system:
Section 1 should contain details of the registered name and address of the operator the aircraft
type and the complete international registration marks of the aircraft.
Section 2 should contain details of when the next scheduled maintenance is due, including, if
relevant any out of phase component changes due before the next maintenance check. In addition
this section should contain the current certificate of release to service (CRS), for the complete
aircraft, issued normally at the end of the last maintenance check.
NOTE: The flight crew do not need to receive such details if the next scheduled maintenance is controlled
by other means acceptable to CAA Nepal.
Section 3 should contain details of all information considered necessary to ensure continued
flight safety. Such information includes:
i. the aircraft type and registration mark,
ii. the date and place of take-off and landing,
iii. the times at which the aircraft took off and landed,
iv. the running total of flying hours, such that the hours to the next schedule
maintenance can be determined. The flight crew does not need to receive such details
if the next scheduled maintenance is controlled by other means acceptable to CAA
Nepal.
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v. details of any failure, defect or malfunctionto the aircraft affecting airworthiness or

safe operation of the aircraft including emergency systems, and any failure, defect or
malfunctions in the cabin or galleys that affect the safe operation of the aircraft or the
safety of its occupants that are knownto the commander. Provision should be made
for the commander to date and sign such entries including, where appropriate, the nil
defect state for continuity of the record. Provision should be made for a CRS
following rectification of a defect or any deferred defect or maintenance check
carried out. Such a certificate appearing on each page of this section should readily
identify the defect(s) to which it relates or the particular maintenance check as
appropriate.
It is acceptable to use an alternate abbreviated certificate of release to service consisting
of the statement ‘NCAR Part-145 release to service’ instead of the full certification
statement specified in AMC 145.A.50(b) paragraph 1. When the alternate abbreviated
certificate of release to service is used, the introductory section of the technical log
should include an example of the full certification statement from AMC 145.A.50(b)
paragraph 1.
vi. the quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or
combination of tanks, at the beginning and end of each flight; provision to show, in
the same units of quantity, both the amount of fuel planned to be uplifted and the
amount of fuel actually uplifted; provision for the time when ground de-icing and/or
anti-icing was started and the type of fluid applied, including mixture ratio
fluid/water and any other information required by the operator's procedures in order
to allow the assessment on whether inspections for and/or elimination of de-
icing/anti-icing fluid residues that could endanger flight safety are required.
vii. the pre-flight inspection signature.
In addition to the above, it may be necessary to record the following supplementary
information:
• the time spent in particular engine power ranges where use of such engine power affects
the life of the engine or engine module;
• the number of landings where landings affect the life of an aircraft or aircraft component;
• flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or
aircraft component.
NOTE 1: Where Section 3 is of the multi-sector ‘part removable’ type, then such ‘part removable’
sections should contain all of the foregoing information where appropriate.
NOTE 2: Section 3 should be designed so that one copy of each page may remain on the aircraft and one
copy may be retained on the ground until completion of the flight to which it relates.
NOTE 3: Section 3 layout should be divided to show clearly what is required to be completed after flight
and what is required to be completed in preparation for the next flight.”
Section 4 should contain details of all deferred defects that affect or may affect the safe operation
of the aircraft and should therefore be known to the aircraft commander. Each page of this section
should be pre-printed with the operator’s name and page serial number and make provision for
recording the following:
i. a cross reference for each deferred defect such that the original defect can be
identified in the particular section 3 sector record page.
ii. the original date of occurrence of the defect deferred.
iii. brief details of the defect.
iv. details of the eventual rectification carried out and its CRS or a clear cross -
reference back to the document that contains details of the eventual
rectification.
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Section 5 should contain any necessary maintenance support information that the aircraft
commander needs to know. Such information would include data on how to contact maintenance
engineering if problems arise whilst operating the routes etc.
AMC M.A.306 (b) OPERATORS TECHNICAL LOG SYSTEM

The aircraft technical log system can be either a paper or computer system or any combination of
both methods acceptable to CAA Nepal.
In case of a computer system, it should contain programme safeguards against the ability of
unauthorised personnel to alter the database.
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NCAR M.A.307 TRANSFER OF AIRCRAFT CONTINUING

AIRWORTHINESS RECORDS
(a) The owner or operator shall ensure when an aircraft is permanently transferred from one owner
or operator to another that the NCAR M.A.305 continuing airworthiness records and, if
applicable, NCAR M.A.306 operator's technical log are also transferred.
(b) The owner shall ensure, when he contracts the continuing airworthiness management tasks to a
continuing airworthiness management organisation, that the NCAR M.A.305 continuing
airworthiness records are transferred to the organisation.
(c) The time periods prescribed for the retention of records shall continue to apply to the new
owner, operator or continuing airworthiness management organisation.
AMC M.A.307 (a) TRANSFER OF AIRCRAFT CONTINUING

AIRWORTHINESS RECORDS
Where an owner/operator terminates his operation, all retained continuing airworthiness records
should be passed on to the new owner/operator or stored.
A “permanent transfer” does not generally include the dry lease-out of an aircraft when the
duration of the lease agreement is less than 6 months. However,CAA Nepal should be satisfied
that all continuing airworthiness records necessary for the duration of the lease agreement are
transferred to the lessee or made accessible to them.
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SUBPART D MAINTENANCE STANDARDS
NCAR M.A.401 MAINTENANCE DATA

(a) The person or organisation maintaining an aircraft shall have access to and use only applicable
current maintenance data in the performance of maintenance including modifications and
repairs.
(b) For the purposes of NCAR Part-M, applicable maintenance data is:
1. any applicable requirement, procedure, standard or information issued by CAA Nepal;
2. any applicable airworthiness directive,
3. applicable instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders and any other organisation that publishes such data in
accordance with EASA Part-21.
4. any applicable data issued in accordance with NCAR 145.A.45(d).
(c) The person or organisation maintaining an aircraft shall ensure that all applicable maintenance
data is current and readily available for use when required. The person or organisation shall
establish a work card or worksheet system to be used and shall either transcribe accurately the
maintenance data onto such work cards or worksheets ormake precise reference to the particular
maintenance task or tasks contained in such maintenance data.
AMC M.A.401 (b) MAINTENANCE DATA

1. Except as specified in sub-paragraph 2, each person or organisation performing aircraft
maintenance should have access to and use:
(a) all maintenance related NCAR Parts and associated AMC’s, together with the
maintenance related guidance material,
(b) all applicable maintenance requirements and notices such as CAA Nepal standards and
specifications that have not been superseded by a requirement, procedure or directive,
(c) all applicable airworthiness directives,
(d) the appropriate sections of the aircraft maintenance programme, aircraft maintenance
manual, repair manual, supplementary structural inspection document, corrosion
control document, service bulletins, service sheets modification leaflets, non
destructive inspection manual, parts catalogue, type certificate data sheets as required
for the work undertaken and any other specific document issued by the type certificate
or supplementary type certificate holder’s maintenance data, except that in the case of
operator or customer provided maintenance data it is not necessary to hold such
provided data when the work order is completed.
2. In addition to sub-paragraph 1, for components each organisation performing aircraft
maintenance should hold and use the appropriate sections of the vendor maintenance and
repair manual, service bulletins and service letters plus any document issued by the type
certificate holder as maintenance data on whose product the component may be fitted when
applicable, except that in the case of operator or customer provided maintenance data it is
not necessary to hold such provided data when the work order is completed.
AMC M.A.401(c) MAINTENANCE DATA

1. Data being made available to personnel maintaining aircraft means that the data should be
available in close proximity to the aircraft or component being maintained, for mechanics
and certifying staff to perform maintenance.
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2. Where computer systems are used, the number of computer terminals should be sufficient in
relation to the size of the work programme to enable easy access, unless the computer
system can produce paper copies. Where microfilm or microfiche readers/printers are used,
a similar requirement is applicable.
3. Maintenance tasks should be transcribed onto the work cards or worksheets and subdivided
into clear stages to ensure a record of the accomplishment of the maintenance task. Of
particular importance is the need to differentiate and specify, when relevant, disassembly,
accomplishment of task, reassembly and testing. In the case of a lengthy maintenance task
involving a succession of personnel to complete such task, it may be necessary to use
supplementary work cards or worksheets to indicate what was actually accomplished by
each individual person. A worksheet or work card system should refer to particular
maintenance tasks.
4. The workcard/worksheet system may take the form of, but is not limited to, the following:
• a format where the mechanic writes the defect and the maintenance action taken
together with information of the maintenance data used, including its revision status,
• an aircraft log book that contains the reports of defects and the actions taken by
authorised personnel together with information of the maintenance data used, including
its revision status,
• for maintenance checks, the checklist issued by the manufacturer (i.e., 100H checklist,
Revision 5, Items 1 through 95)
5. Maintenance data should be kept up to date by:
- subscribing to the applicable amendment scheme,
- checking that all amendments are being received,
- monitoring the amendment status of all data.
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NCAR M.A.402 PERFORMANCE OF MAINTENANCE

Except for maintenance performed by a maintenance organization approved in accordance
with NCAR Part-145 any person or organization performing maintenance shall:
(a) be qualified for the tasks performed, as required by NCAR Part-M;
(b) Ensure that the area in which maintenance is carried out is well organized and clean in respect of
dirt and contaminations;
(c) Use the methods, techniques, standards and instructions specified in the NCAR M.A.401
maintenance data;
(d) Use the tools, equipments and material specified in the NCAR M.A.401 maintenance data. If
necessary, tools and equipment shall be controlled and calibrated to an officially recognised
standard;
(e) Ensure that maintenance is performed within any environmental limitations specified in the
NCAR M.A.401 maintenance data;
(f) Ensure that proper facilities are used in case of inclement weather or lengthy maintenance;
(g) Ensure that the risk of multiple errors during maintenance and the risk of errors being repeated
in identical maintenance tasks are minimised;
(h) Ensure that an error capturing method is implemented after the performance of any critical
maintenance task; and
(i) Carry out a general verification after completion of maintenance to ensure the aircraft or
components is clear of all tools, equipments and any extraneous parts or material, and that all
access panels removed have been refitted.
AMC M.A.402 (a) PERFORMANCE OF MAINTENANCE

1. When working outside the scope of an approved maintenance organisation personnel not
authorised to issue a CRS should work under the supervision of certifying personnel. They
may only perform maintenance that their supervisor is authorised to release, if the
supervisor personally observes the work being carried out to the extent necessary to ensure
that it is being done properly and if the supervisor is readily available, in person, for
consultation. In this case licensed engineers should ensure that each person maintaining a n
aircraft or component has had appropriate training or relevant previous experience and is
capable of performing the task required, and that personnel who carry out specialised tasks
such as welding are qualified in accordance with an officially recognised standard.
2. In the case of limited Pilot-Owner maintenance as specified in NCAR M.A.803, any person
maintaining an aircraft which they own or jointly own, provided they hold a valid pilot
licence with the appropriate type or class rating, may perform the limited Pilot-owner
maintenance tasks in accordance with NCAR Part-M.
3. “The general maintenance and inspection standards applied to individual maintenance tasks
should meet the recommended standards and practices of the organisation responsible for
the type design which are normally published in the maintenance manuals.
In the absence of maintenance and inspection standards published by the organisation
responsible for the type design maintenance personnel should refer to the relevant aircraft
airworthiness standards and procedures published or used as guidance by the CAA Nepal. The
maintenance standards used should contain methods, techniques and practices acceptable to
CAA Nepal for the maintenance of aircraft and its components.
4. Independent inspections.
4.1 The manufacturer’s instructions for continued airworthiness should be followed when
determining the need for an independent inspection.
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4.2 In the absence of maintenance and inspection standards published by organisation responsible
for the type design, maintenance tasks that involve the assembly or any disturbance of acontrol
systemthat, if errors occurred, could result in a failure, malfunction, or defect endangering the
safe operation of the aircraft should be considered as flight safety sensitive maintenance tasks
needing an independent inspection. A control system is an aircraft system by which the flight
path, attitude, or propulsive force of the aircraft is changed, including the flight, engine and
propeller controls, the related system controls and the associated operating mechanisms.
4.3 Independent inspections should be carried out by at least two persons, to ensure correct assembly,
locking and sense of operation. A technical record of the inspections should contain the
signatures of both persons before the relevant CRS is issued.
4.3.1 An independent inspection is an inspection first made by an authorised person signing the
maintenance release who assumes full responsibility for the satisfactory completion of the
work, before being subsequently inspected by a second independent competent person who
attests to the satisfactory completion of the work recorded and that no deficiencies have been
found.
4.3.2 The second independent competent person is not issuing a maintenance release therefore is
not required to hold certification privileges. However they should be suitably qualified to
carry out the inspection.
4.4 When work is being done under the control of an approved maintenance organisation the
organisation should have procedures to demonstrate that the signatories have been trained and
have gained experience on the specific control systems being inspected.
4.5. When work is being undertaken by an independent NCAR M.A.801 (b) 2 certifying staff, the
qualifications and experience of the second independent competent person should be directly
assessed by the person certifying for the maintenance, taking into account the individual’s
training and experience. It should not be acceptable for the certifying staff signing the release to
show the person performing the independent inspection how to perform the inspection at the
time the work is completed.
4.6 In summary the following maintenance tasks should primarily be considered when inspecting
aircraft control systems that have been disturbed:
• installation, rigging and adjustment of flight controls.
• installation of aircraft engines, propellers and rotors.
• overhaul, calibration or rigging of components such as engines, propellers, transmissions
and gearboxes.
Consideration should also be given to:
• previous experience of maintenance errors, depending on the consequences of the failure.
• information arising from an ‘occurrence reporting system’
4.7 When checking control systems that have undergone maintenance, the person signing the
maintenance release and the person performing the independent check should consider the
following points independently:
• all those parts of the system that have actually been disconnected or disturbed should be
inspected for correct assembly and locking.
• the system as a whole should be inspected for full and free movement over the complete
range.
• cables should be tensioned correctly with adequate clearance at secondary stops.
• the operation of the control system as a whole should be observed to ensure that the controls
are operating in the correct sense.
• if the control system is duplicated to provide redundancy, each system should be checked
separately.
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• if different control systems are interconnected so that they affect each other, all interactions
should be checked through the full range of the applicable controls.
AMC M.A.402 (b) PERFORMANCE OF MAINTENANCE

When performing maintenance, personnel are required to use the tools, equipment and test
apparatus necessary to ensure completion of work in accordance with accepted maintenance and
inspection standards. Inspection, service or calibration on a regular basis should be in accordance
with the equipment manufacturers' instructions. All tools requiring calibration should be traceable
to an acceptable standard.
In this context officially recognised standard means those standards established or published by
an official body whether having legal personality or not, which are widely recognised by the air
transport sector as constituting good practice.
If the organisation responsible for the type design involved recommends special equipment or test
apparatus, personnel should use the recommended equipment or apparatus or equivalent
equipment accepted by CAA Nepal.
All work should be performed using materials of such quality and in a manner, that the condition
of the aircraft or its components after maintenance will be at least equal to its original or
modified condition (with regard to aerodynamic function, structural strength, resistance to
vibration, deterioration and any other qualities affecting airworthiness).
AMC M.A.402 (d) PERFORMANCE OF MAINTENANCE

The working environment should be appropriate for the maintenance task being performed such
that the effectiveness of personnel is not impaired.
(a) Temperature should be maintained such that personnel can perform the required tasks without
undue discomfort.
(b) Airborne contamination (e.g. dust, precipitation, paint particles, filings) should be kept to a
minimum to ensure aircraft/components surfaces are not contaminated, if this is not possible
all susceptible systems should be sealed until acceptable conditions are re -established.
(c) Lighting should be adequate to ensure each inspection and maintenance task can be performed
effectively.
(d) Noise levels should not be allowed to rise to the level of distraction for inspection staff or if
this is not possible inspection staff should be provided with personnel equipment to reduce
excessive noise.
AMC M.A.402 (e) PERFORMANCE OF MAINTENANCE

Facilities should be provided appropriate for all planned maintenance. This may require aircraft
hangars that are both available and large enough for the planned maintenance.
Aircraft component workshops should be large enough to accommodate the components that are
planned to be maintained.
Protection from inclement weather means the hangar or component workshop structures should
be to a standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc.
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NCAR M.A.403 AIRCRAFT DEFECTS

(a) Any aircraft defect that hazards seriously the flight safety shall be rectified before further flight.
(b) Only the authorised certifying staff, according to NCAR M.A.801(b)1, NCAR M.A.801(b)2,
NCAR M.A.801(c), NCAR M.A.801(d) or NCAR Part-145can decide, using NCAR M.A.401
maintenance data, whether an aircraft defect hazards seriously the flight safety and therefore
decide when and which rectification action shall be taken before further flight and which defect
rectification can be deferred. However, this does not apply when:
1. the approved minimum equipment list as mandated by CAA Nepal is used by the pilot; or,
2. aircraft defects are defined as being acceptable by CAA Nepal.
(c) Any aircraft defect that would not hazard seriously the flight safety shall be rectified as soon as
practicable, after the date the aircraft defect was first identified and within any limits specified in
the maintenance data.
(d) Any defect not rectified before flight shall be recorded in the NCAR M.A.305 aircraft
maintenance record system or NCAR M.A.306 operator's technical log system as applicable.
AMC M.A.403 (b) AIRCRAFT DEFECTS

An assessment of both the cause and any potentially hazardous effect of any defect or
combination of defects that could affect flight safety should be made in order to initiate any
necessary further investigation and analysis necessary to identify the root cause of the defect.
AMC M.A.403 (d) AIRCRAFT DEFECTS

All deferred defects should be made known to the pilot/flight crew, whenever possible, prior to
their arrival at the aircraft.
Deferred defects should be transferred on to worksheets at the next appropriate maintenance
check, and any deferred defect which is not rectified during the maintenance check, should be re-
entered on to a new deferred defect record sheet. The original date of the defect should be
retained.
The necessary components or parts needed for the rectification of defects should be made available or
ordered on a priority basis, and fitted at the earliest opportunity.
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SUBPART E COMPONENTS
NCAR M.A.501 INSTALLATION
a) No component may be fitted unless it is in a satisfactory condition, has been appropriately

released to service on CAAN Form 1 or equivalent and is marked in accordance with EASA Part-
21 Subpart Q, unless otherwise specified in EASA Part-21, NCAR Part-145 or NCAR Part-M
Subpart F, Section A .
b) Prior to installation of a component on an aircraft the person or approved maintenance
organisation shall ensure that the particular component is eligible to be fitted when different
modification and/or airworthiness directive configurations may be applicable.
c) Standard parts shall only be fitted to an aircraft or a component when the maintenance data
specifies the particular standard part. Standard parts shall only be fitted when accompanied by
evidence of conformity traceable to the applicable standard.
d) Material being either raw material or consumable material shall only be used on an aircraft or a
component when the aircraft or component manufacturer states so in relevant maintenance data or
as specified in NCAR Part-145. Such material shall only be used when the material meets the
required specification and has appropriate traceability. All material must be accompanied by
documentation clearly relating to the particular material and containing aconformity to
specification statement plus both the manufacturing and supplier source.
AMC M.A.501 (a) - INSTALLATION
1. To ensure a component is in a satisfactory condition, the person referred to under NCAR

M.A.801 or the approved maintenance organisation should perform checks and
verifications.
2. Performance of above checks and verifications should take place before the component is
installed on the aircraft.
3. The following list, though not exhaustive, contains typical checks to be performed:
(a) verify the general condition of components and their packaging in relation to damages
that could affect the integrity of the components;
(b) verify that the shelf life of the component has not expired;
(c) verify that items are received in the appropriate package in respect of the type of
component: e.g. correct ATA 300 or electrostatic sensitive devices packaging, when
necessary;
(d) verify that component has all plugs and caps appropriately installed to prevent damage
or internal contamination. Tape should not be used to cover electrical connections or
fluid fittings/openings because adhesive residues can insulate electrical connections and
contaminate hydraulic or fuel units.
4. The purpose of the CAAN Form 1 (see also NCAR Part-M Appendix II) is to release
components after manufacture and to release maintenance work carried out on such
components under the approval of a CAA Nepal and to allow components removed from
one aircraft/component to be fitted to another aircraft/ component.
5. For the purpose of NCAR Part-M, a document equivalent to a CAAN Form 1 may be:
- EASA Form 1
- FAA Form 8130-3
- Any other form acceptable to CAA Nepal.
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6. Any item in storage without a CAAN Form 1 or equivalent cannot be installed on aircraft
registered in a Nepal unless a CAAN Form 1is issued for such item by an appropriately
approved maintenance organisation in accordance with AMC M.A.613(a).
AMC M.A.501 (b) – INSTALLATION
1. The CAAN Form 1 identifies the airworthiness status of an aircraft component. Block 12
‘Remarks’ on the CAAN Form 1 in some cases contains vital airworthiness related
information (see also NCAR Part-M Appendix II) which may need appropriate and
necessary actions.
2. The fitment of replacement components should only take place when the person referred to
in NCAR M.A.801 or the NCAR M.A. Subpart F or NCAR Part-145 maintenance
organisation is satisfied that such components meet required standards in respect of
manufacture or maintenance, as appropriate.
3. The person referred to under NCAR M.A.801 or the NCAR M.A. Subpart F or NCAR Part-
145 approved maintenance organisation should be satisfied that the component in question
meets the approved data/standard, such as the required design and modification standards.
This may be accomplished by reference to the (S)TC holder or manufacturer’s parts
catalogue or other approved data (i.e. Service Bulletin). Care should also be taken in
ensuring compliance with applicable AD and the status of any service life-limited parts
fitted to the aircraft component.”
AMC M.A.501(c) – INSTALLATION
1. Standard parts are:

(a) Parts manufactured in complete compliance with an established industry, agency, CAA Nepal
or other Government specification which includes design, manufacturing, test and
acceptance criteria, and uniform identification requirements. The specification should
include all information necessary to produce and verify conformity of the part. It should be
published so that any party may manufacture the part. Examples of specifications are
National Aerospace Standards (NAS), Army-Navy Aeronautical Standard (AN), Society of
Automotive Engineers (SAE), SAE Sematec, Joint Electron Device Engineering Council,
Joint Electron Tube Engineering Council, and American National Standards Institute
(ANSI), EN Specifications etc…
(b) For sailplanes and powered sailplanes, non-required instruments and/or equipment certified
under the provision of applicable airworthiness codes, if those instruments or equipment,
when installed, functioning, functioning improperly or not functioning at all, do not in
itself, or by its effect upon the sailplane and its operation, constitute a safety hazard.
“Required” in the term “non-required” as used above means required by theapplicable
airworthiness code or required by the relevant operating regulations and the applicable
Rules of the Air or as required by Air Traffic Management (e.g. a transponder in certain
controlled airspace). Examples of equipment which can be considered standard parts are
electrical variometers, bank/slip indicators ball type, total energy probes, capacity bottles
(for variometers), final glide calculators, navigation computers, data logger / barograph /
turnpoint camera, bug-wipers and anti-collision systems. Equipment which must be
approved in accordance to the airworthiness code shall comply with the applicable STSO or
equivalent and is not considered a standard part (e.g. oxygen equipment).
2. To designate a part as a standard part the TC holder may issue a standard parts manual
accepted by the competent authority of original TC holder or may make reference in the
parts catalogue to a national/international specification (such as a standard diode/capacitor
etc) not being an aviation only specification for the particular part.
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3. Documentation accompanying standard parts should clearly relate to the particular parts and
contain a conformity statement plus both the manufacturing and supplier source. Some
material is subject to special conditions such as storage condition or life limitation etc. and
this should be included on the documentation and / or material packaging.
4. A CAAN Form 1 or equivalent is not normally issued and therefore none should be
expected.
AMC M.A.501 (d) – INSTALLATION
1. Consumable material is any material which is only used once, such as lubricants, cements,
compounds, paints, chemicals dyes and sealants etc.
2. Raw material is any material that requires further work to make it into a component part of
the aircraft such as metals, plastics, wood, fabric etc.
3. Material both raw and consumable should only be accepted when satisfied that it is to the
required specification. To be satisfied, the material and or its packaging should be marked
with the specification and where appropriate the batch number.
4. Documentation accompanying all material should clearly relate to the particular material
and contain a conformity statement plus both the manufacturing and supplier source. Some
material is subject to special conditions such as storage condition or life limitation etc. and
this should be included on the documentation and / or material packaging.
5. CAAN Form 1 or equivalent should not be issued for such material and therefore none
should be expected. The material specification is normally identified in the (S)TC holder’s
data except in the case where CAA Nepal has agreed otherwise.
6. Items purchased in batches (fasteners etc.) should be supplied in a package. The packaging
should state the applicable specification/standard, P/N, batch number and the quantity of
the items. The documentation accompanying the material should contain the applicable
specification/standard, P/N, batch number, supplied quantity, and the manufacturing
sources. If the material is acquired from different batches, acceptance documentation for
each batch should be supplied.
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NCAR M.A.502 COMPONENT MAINTENANCE

a) The maintenance of components shall be performed by maintenance organisations appropriately
approved in accordance with Section A, Subpart F of NCAR Part-M or with NCAR Part-145.
b) By derogation from paragraph (a), maintenance of a component in accordance with aircraft
maintenance data or, if agreed by CAA Nepal, in accordance with component maintenance data,
may be performed by an A rated organisation approved in accordance with Section A, Subpart F
of NCAR Part-M or with NCAR Part-145 as well as by certifying staff referred to in NCAR
M.A.801(b)2 only whilst such components are fitted to the aircraft. Nevertheless, such
organisation or certifying staff may temporarily remove this component for maintenance, in order
to improve access to the component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this paragraph. Component maintenance performed
in accordance with this paragraph is not eligible for the issuance of aCAAN Form 1 and shall be
subject to the aircraft release requirements provided for in NCAR M.A.801.
c) By derogation from paragraph (a), maintenance of an engine/Auxiliary Power Unit (APU)
component in accordance with engine/APU maintenance data or, if agreed by CAA Nepal, in
accordance with component maintenance data, may be performed by a B rated organisation
approved in accordance with Section A, Subpart F of NCAR Part-M or with NCAR Part-145 only
whilst such components are fitted to the engine/APU. Nevertheless, such B rated organisation may
temporarily remove this component for maintenance, in order to improve access to the component,
except when such removal generates the need for additional maintenance not eligible for the
provisions of this paragraph.
d) By derogation from paragraph (a) and NCAR M.A.801(b)2, maintenance of a component while
installed or temporarily removed from an LA1 aircraft not used in commercial air transport and
performed in accordance with component maintenance data, may be performed by certifying staff
referred in NCAR M.A.801(b)2, except for:
1. overhaul of components other than engines and propellers, and;
2. overhaul of engines and propellers for aircraft other than VLA, sailplanes and LSA.
Component maintenance performed in accordance with paragraph (d) is not eligible for the
issuance of a CAAN Form 1 and shall be subject to the aircraft release requirements provided for
in NCAR M.A.801.
AMC M.A.502 COMPONENT MAINTENANCE
Component removal from and installation on an aircraft is considered to be aircraft maintenance and
not component maintenance. As a consequence, NCAR M.A.502 requirements do not apply to this
case.
AMC M.A.502(b) AND (c) COMPONENT MAINTENANCE

NCAR M.A.502(b) and (c) allow the performance of certain component maintenance, in accordance
with component maintenance data, to maintenance organisations not holding the corresponding B/C
rating and to independent certifying staff, subject to the agreement of the CAA Nepal.
This should only be permitted by CAA Nepal in the case of simple component maintenance, where
CAA Nepal is satisfied that the certifying staffs are appropriately qualified and the proper tooling and
facilities are available. It is important to note that for more complex component maintenance, special
qualifications may be required and it is not enough with holding a NCAR Part-66 aircraft maintenance
licence.
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NCAR M.A.503 SERVICE LIFE LIMITED COMPONENTS

a) Installed service life limited components shall not exceed the approved service life limit as specified
in the approved maintenance programme and airworthiness directives, except as provided for in
NCAR M.A.504(c).
b) The approved service life is expressed in calendar time, flight hours, landings or cycles, as
appropriate.
c) At the end the approved service life, the component must be removed from the aircraft for
maintenance, or for disposal in the case of components with a certified life limit.
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NCAR M.A.504 CONTROL OF UNSERVICEABLE COMPONENTS

a) A component shall be considered unserviceable in any one of the following circumstances:
1. expiry of the service life limit as defined in the maintenance program;
2. non-compliance with the applicable airworthiness directives and other continued
airworthiness requirement mandated by CAA Nepal;
3. absence of the necessary information to determine the airworthiness status or eligibility for
installation;
4. evidence of defects or malfunctions;
5. involvement in an incident or accident likely to affect its serviceability.
b) Unserviceable components shall be identified and stored in a secure location under the control of
an approved maintenance organisation until a decision is made on the future status of such
component. Nevertheless, for aircraft not used in commercial air transport other than large
aircraft, the person or organisation that declared the component unserviceable may transfer its
custody, after identifying it as unserviceable, to the aircraft owner provided that such transfer is
reflected in the aircraft logbook or engine logbook or component logbook.
c) Components which have reached their certified life limit or contain a non-repairable defect shall
be classified as unsalvageable and shall not be permitted to re-enter the component supply system,
unless certified life limits have been extended or a repair solution has been approved according to
NCAR M.A.304.
d) Any person or organisation accountable under NCAR Part-M shall, in the case of a paragraph (c)
unsalvageable components:
1. retain such component in the paragraph (b) location, or;
2. arrange for the component to be mutilated in a manner that ensures that it is beyond economic
salvage or repair before relinquishing responsibility for such component.
e) Notwithstanding paragraph (d) a person or organisation accountable under NCAR Part-M may
transfer responsibility of components classified as unsalvageable to an organisation for training or
research without mutilation.
AMC M.A.504 (a) CONTROL OF UNSERVICEABLE COMPONENTS

A component continues to be unserviceable until a decision is taken pursuant to AMC M.A.605
(c) 6.
AMC M.A.504 (b) CONTROL OF UNSERVICEABLE COMPONENTS

1. NCAR M.A.801(b)(2) and NCAR M.A.801(c) certifying staff or the Section A Subpart F of
NCAR Part-M / NCAR Part-145 approved maintenance organisation performing maintenance
should ensure proper identification of any unserviceable components.
2. The unserviceable status of the component should be clearly declared on a tag together with
the component identification data and any information useful to define actions necessary to be
taken. Such information should state, as applicable, in service times, ma intenance status,
preservation status, failures, defects or malfunctions reported or detected exposure to adverse
environmental conditions, if the component has been involved in or affected by an
accident/incident. Means should be provided to prevent unwanted separation of this tag from
the component.
3. NCAR M.A.801(b)(2) and NCAR M.A.801(c) certifying staff performing aircraft
maintenance should send, with the agreement of the aircraft owner/lessee, any unserviceable
component to a maintenance organisation approved under Section A Subpart F of NCAR
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Part-M or NCAR Part-145 for controlled storage, or transfer the custody of the component to
the owner itself under the conditions specified in NCAR M.A.504(b).
“A secure location under the control of an approved maintenance organisation” means a
secure location for which security is the responsibility of the approved maintenance
organisation. This may include facilities established by the approved maintenance
organisation at locations different from the main maintenance facilities. These locations
should be identified in the relevant procedures of the approved maintenance organisation.
AMC M.A.504 (c) CONTROL OF UNSERVICEABLE COMPONENTS –

UNSALVAGEABLE COMPONENTS
1. The following types of components should typically be classified as unsalvageable:
(a) components with non-repairable defects, whether visible or not to the naked eye;
(b) components that do not meet design specifications, and cannot be brought into
conformity with such specifications;
(c) components subjected to unacceptable modification or rework that is irreversible;
(d) certified life-limited parts that have reached or exceeded their certified life limits, or
have missing or incomplete records;
(e) components that cannot be returned to airworthy condition due to exposure to extreme
forces, heat or adverse environment;
(f) components for which conformity with an applicable airworthiness directive cannot
be accomplished;
(g) components for which continuing airworthiness records and/or traceability to the
manufacturer cannot be retrieved.
2. It is common practice for possessors of aircraft components to dispose of unsalvageable
components by selling, discarding, or transferring such items. In some instances, these
items have reappeared for sale and in the active parts inventories of the aviation
community. Misrepresentation of the status of components and the practice of making such
items appear serviceable has resulted in the use of unsalvageable nonconforming
components. Therefore organisations disposing of unsalvageable aircraft components
should consider the possibility of such components later being misrepresented and sold as
serviceable components. Caution should be exercised to ensure that unsalvageable
components are disposed of in a manner that does not allow them to be returned to service.
AMC M.A.504 (d)2 CONTROL OF UNSERVICEABLE COMPONENTS

1. Mutilation should be accomplished in such a manner that the components become
permanently unusable for their original intended use. Mutilated components should not be
able to be reworked or camouflaged to provide the appearance of being serviceable, such as
by re-plating, shortening and re-threading long bolts, welding, straightening, machining,
cleaning, polishing, or repainting.
2. Mutilation may be accomplished by one or a combination of the following procedures:
(a) grinding,
(b) burning,
(c) removal of a major lug or other integral feature,
(d) permanent distortion of parts,
(e) cutting a hole with cutting torch or saw,
(f) melting,
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(g) sawing into many small pieces,

(h) any other method accepted by CAA Nepal on a case by case basis.
3. The following procedures are examples of mutilation that are often less successful
because they may not be consistently effective:
(a) stamping or vibro-etching,
(b) spraying with paint,
(c) small distortions, incisions or hammer marks,
(d) identification by tag or markings,
(e) drilling small holes,
(f) sawing in two pieces only.
4. Since manufacturers producing approved aircraft components should maintain records of
serial numbers for "retired" certified life-limited or other critical components, the
organisation that mutilates a component should provide the original manufacturer with the
data plate and/or serial number and final disposition of the component.
AMC M.A.504 (e) CONTROL OF UNSERVICEABLE COMPONENTS

A maintenance organisation may choose, in agreement with the component’s owner, to release an
unsalvageable component for legitimate non-flight uses, such as for training and education,
research and development. In such instances, mutilation may not be appropriate. The following
methods should be used to prevent the component re-entering the aviation supply system:
(a) permanently marking or stamping the component, as "NOT SERVICEABLE." (Ink
stamping is not an acceptable method);
(b) removing original part number identification;
(c) removing data plate identification;
(d) maintaining a tracking or accountability system, by serial number or other individualised
data, to record transferred unsalvageable aircraft component;
(e) including written procedures concerning disposal of such components in any agreement
or contract transferring such components.
NOTE: Unsalvageable components should not be released to any person or organisation that is known to
return unsalvageable components back into the aviation supply system, due to the potential safety threat.
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SUBPART F MAINTENANCE ORGANISATION
NCAR M.A.601 SCOPE

This Subpart establishes the requirements to be met by an organisation to qualify for the issue or
continuation of an approval for the maintenance of aircraft and components not listed in NCAR
M.A.201(g).
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NCAR M.A.602 APPLICATION

An application for issue or change of a maintenance organisation approval shall be made on a form
and in a manner established by CAA Nepal.
AMC M.A.602 APPLICATION

An application should be made on aCAAN Form 2 (Appendix IXto AMC M.A.602 and AMC
M.A.702) or equivalent acceptable to CAA Nepal.
The CAAN Form 2 is valid for the application for NCAR M.A. Subpart F, NCAR Part-145 and
NCAR M.A. Subpart G organisations. Organisations applying for several approvals may do so by
using a single CAAN Form 2.
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NCAR M.A.603 EXTENT OF APPROVAL
(a) An organisation involved in activities subject to this Subpart shall not exercise its activities
unless approved by CAA Nepal. Appendix V to NCAR Part-M provides the template certificate
for this approval.
(b) The maintenance organisation's manual referred to in NCAR M.A.604 shall specify the scope
of work deemed to constitute approval. Appendix IV to NCAR Part-M defines all classes and
ratings possible under NCAR Part M Subpart F.
(c) An approved maintenance organisation may fabricate, in conformity with maintenance data, a
restricted range of parts for the use in the course of undergoing work within its own facilities,
as identified in the maintenance organisation manual.
AMC M.A.603 (a) EXTENT OF APPROVAL

The following table identifies the ATA Specification 2200 chapter for the category C component
rating. If the maintenance manual or equivalent document doesnot follow the ATA Chapters, the
corresponding subjects still apply to the applicable C rating.
CLASS RATING ATA CHAPTERS
COMPONENTS C1 Air Cond & Press 21

OTHER THAN
COMPLETE C2 Auto Flight 22
ENGINES OR
APUs C3 Comms and Nav 23 – 34
C4 Doors - Hatches 52
C5 Electrical Power & Lights 24 – 33 -85
C6 Equipment 25 - 38 - 44 –45- 50
C7 Engine – APU 49 - 71 - 72 - 73 - 74 - 75 - 76 -
77 - 78 - 79 - 80 - 81 - 82 - 83
C8 Flight Controls 27 - 55 - 57.40 - 57.50 -57.60 -

57.70
C9 Fuel 28 – 47
C10 Helicopters - Rotors 62 - 64 - 66 – 67
C11 Helicopter - Trans 63 – 65
C12 Hydraulic Power 29
C13 Indicating/Recording 31 – 42 – 46
Systems
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
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C17 Pneumatic & Vacuum 36 – 37
C18 Protectionice/rain/fire 26 – 30
C19 Windows 56
C20 Structural 53 - 54 - 57.10 - 57.20 - 57.30
C21 Water Ballast 41
C22 Propulsion 84
Augmentation
AMC M.A.603 (c) EXTENT OF APPROVAL

1. The agreement by CAA Nepal for the fabrication of parts by the approved maintenance
organisation should be formalised through the approval of a detailed procedure in the
maintenance organisation manual. This AMC contains principles and conditions to be
taken into account for the preparation of an acceptable procedure.
2. Fabrication, inspection, assembly and test should be clearly within the technical and
procedural capability of the approved maintenance organisation.
3. The approved data necessary to fabricate the part are those approved either by the CAA
Nepal, the TC holder, EASAPart-21 design organisation approval holder, or STC holder.
4. Items fabricated by an approved maintenance organisation may only be used by that
organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or
components undergoing work within its own facility. The permission to fabricate does not
constitute approval for manufacture, or to supply externally and the parts do not qualify
for certification on a CAAN Form 1. This also applies to the bulk transfer or surplus
inventory, in that locally fabricated parts are physically segregated and excluded from any
delivery certification.
5. Fabrication of parts, modification kits etc for onward supply and/or sale may not be
conducted under a NCAR M.A. Subpart F approval.
6. The data specified in paragraph 3 may include repair procedures involving the fabrication
of parts. Where the data on such parts is sufficient to facilitate fabrication, the parts may
be fabricated by an approved maintenance organisation. Care should be taken to ensure
that the data include details of part numbering, dimensions, materials, processes, and any
special manufacturing techniques, special raw material specification or/and incoming
inspection requirement and that the approved organisation has the necessary capability.
That capability should be defined by way of maintenance organisation manual content.
Where special processes or inspection procedures are defined in the approved data which
are not available at the approved maintenance organisation, that organisation cannot
fabricate the part unless the TC/STC-holder gives an approved alternative.”
7. Examples of fabrication under the scope of an NCAR M.A. Subpart F approval can
include but are not limited to the following:
(a) fabrication of bushes, sleeves and shims,
(b) fabrication of secondary structural elements and skin panels,
(c) fabrication of control cables,
(d) fabrication of flexible and rigid pipes,
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(e) fabrication of electrical cable looms and assemblies,

(f) formed or machined sheet metal panels for repairs.
Note:It is not acceptable to fabricate any item to pattern unless an engineering drawing of the item is
produced which includes any necessary fabrication processes and which is accepted to CAA
Nepal.
8. Where a TC-holder or an approved production organisation is prepared to make available
complete data which is not referred to in aircraft manuals or service bulletins but provides
manufacturing drawings for items specified in parts lists, the fabrication of these items is
not considered to be within the scope of an NCAR M.A. Subpart F approval unless agreed
otherwise by CAA Nepal in accordance with a procedure specified in the maintenance
organisation manual.
9. Inspection and Identification.
Any locally fabricated part should be subject to an inspection stage before, separately, and
preferably independently from, any inspection of its installation. The inspection should
establish full compliance with the relevant manufacturing data, and the part should be
unambiguously identified as fit for use by stating conformity to the approved data. Adequate
records should be maintained of all such fabrication processes including heat treatment and
the final inspections. All parts, excepting those with inadequate space, should carry a part
number which clearly relates it to the manufacturing/inspection data. Additional to the part
number the approved maintenance organisation’s identity should be marked on the part for
traceability purposes.
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NCAR M.A.604 MAINTENANCE ORGANISATION MANUAL

(a) The maintenance organisation shall provide a manual containing at least the following
information:
1. a statement signed by the accountable manager to confirm that the organisation will
continuously work in accordance with NCAR Part-M and the manual at all times, and;
2. the organisation's scope of work, and;
3. the title(s) and name(s) of person(s) referred to in NCAR M.A.606(b), and;
4. an organisation chart showing associated chains of responsibility between the person(s)
referred to in NCAR M.A.606(b), and;
5. a list of certifying staff with their scope of approval, and;
6. a list of locations where maintenance is carried out, together with a general description of the
facilities, and;
7. procedures specifying how the maintenance organisation ensures compliance with NCAR
Part-M, and;
8. the maintenance organisation manual amendment procedure(s).
(b) The maintenance organisation manual and its amendments shall be approved by CAA Nepal.
(c) Notwithstanding paragraph (b) minor amendments to the manual may be approved through a
procedure (hereinafter called indirect approval).
AMC M.A.604 MAINTENANCE ORGANISATION MANUAL

1. Appendix IV to this AMC provides an outline of the format of an acceptable maintenance
organisation manual for a small organisation with less than 10 maintenance staff.
2. The maintenance organisation exposition as specified in NCAR Part-145 provides an outline of
the format of an acceptable maintenance organisation manual for larger organisations with more
than 10 maintenance staff, dependent upon the complexity of the organisation.
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NCAR M.A.605 FACILITIES
The organisation shall ensure that:

(a) Facilities are provided for all planned work, specialised workshops and bays are segregated as
appropriate, to ensure protection from contamination and the environment.
(b) Office accommodation is provided for the management of all planned work including in
particular, the completion of maintenance records.
(c) Secure storage facilities are provided for components, equipment, tools and material. Storage
conditions shall ensure segregation of unserviceable components and material from all other
components, material, equipment and tools. Storage conditions shall be in accordance with the
manufacturers' instructions and access shall be restricted to authorised personnel.
AMC M.A.605 (a) FACILITIES
1. Where a hangar is not owned by the NCAR M.A. Subpart F organisation, it may be necessary
to establish proof of tenancy. In addition, sufficiency of hangar space to carry out planned
maintenance should be demonstrated by the preparation of a projected aircr aft hangar visit
plan relative to the aircraft maintenance programme. The aircraft hangar visit plan should be
updated on a regular basis.
For balloons and airships a hangar may not be required where maintenance of the envelope
and bottom end equipment can more appropriately be performed outside, providing all
necessary maintenance can be accomplished in accordance with NCAR M.A.402. For
complex repairs or component maintenance requiring aCAAN Form 1, suitable approved
workshops should be provided. The facilities and environmental conditions required for
inspection and maintenance should be defined in the Maintenance Organisation Manual
2. Protection from the weather elements relates to the normal prevailing local weather elements
that are expected throughout any twelve-month period. Aircraft hangar and aircraft
component workshop structures should be to a standard that prevents the ingress of rain, hail,
ice, snow, wind and dust etc. Aircraft hangar and aircraft component workshop floors should
be sealed to minimise dust generation.
3. Aircraft maintenance staff should be provided with an area where they may study
maintenance instructions and complete continuing airworthiness records in a proper manner.
AMC M.A.605 (b) FACILITIES

It is acceptable to combine any or all of the office accommodation requirements into one office
subject to the staff having sufficient room to carry out assigned tasks.
AMC M.A.605 (c) FACILITIES
1. Storage facilities for serviceable aircraft components should be clean, well -ventilated and
maintained at an even dry temperature to minimise the effects of condensation.
Manufacturer’s storage recommendations should be followed for those aircraft components
identified in such published recommendations.
2. Adequate storage racks should be provided and strong enough to hold aircraft components and
provide sufficient support for large components such that the component is not damaged during
storage.
3. All aircraft components, wherever practicable, should remain packaged in their protective
material to minimise damage and corrosion during storage. A shelf life control system
should be utilised and identity tags used to identify components.
4. Segregation means storing unserviceable components in a separate secured location from
serviceable components.
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5. Segregation and management of any unserviceable component should be ensured according

to the pertinent procedure approved to that organisation.
6. Procedures should be defined by the organisation describing the decision process for the
status of unserviceable components. This procedure should identify at least the following:
- role and responsibilities of the persons managing the decision process;
- description of the decision process to chose between maintaining, storing or mutilating a
component;
- traceability of decision
7. Once unserviceable components or materials have been identified as unsalvageable in
accordance with NCAR M.A.504 (c), the organisation should establish secure areas in
which to segregate such items and to prevent unauthorised access. Unsalvageable
components should be managed through a procedure to ensure that these components
receive the appropriate final disposal according to NCAR M.A.504 (d) or (e). The person
responsible for the implementation of this procedure should be identified.
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NCAR M.A.606 PERSONNEL REQUIREMENTS
(a) The organisation shall appoint an accountable manager, who has corporate authority for
ensuring that all maintenance required by the customer can be financed and carried out to the
standard required by NCAR Part-M.
(b) A person or group of persons shall be nominated with the responsibility of ensuring that the
organisation is always in compliance with this Subpart. Such person(s) shall be ultimately
responsible to the accountable manager.
(c) All paragraph (b) persons shall be able to show relevant knowledge, background and
appropriate experience related to aircraft and/or component maintenance.
(d) The organisation shall have appropriate staff for the normal expected contracted work. The use
of temporarily sub-contracted staff is permitted in the case of higher than normally expected
contracted work and only for personnel not issuing a certificate of release to service.
(e) The qualification of all personnel involved in maintenance shall be demonstrated and
recorded.
(f) Personnel who carry out specialised tasks such as welding, non-destructive testing/inspection
other than colour contrast shall be qualified in accordance with an officially recognised
standard.
(g) The maintenance organisation shall have sufficient certifying staff to issue NCAR M.A.612
and NCAR M.A.613 certificates of release to service for aircraft and components. They shall
comply with the requirements of NCAR Part-66.
(h) By derogation from paragraph (g), the organisation may use certifying staff qualified in
accordance with the following provisions when providing maintenance support to operators
involved in commercial operations, subject to appropriate procedures to be approved as part of
the organisation’s manual:
1. For a repetitive pre-flight airworthiness directive which specifically states that the flight
crew may carry out such airworthiness directive, the organisation may issue a limited
certifying staff authorisation to the aircraft commander on the basis of the flight crew
licence held, provided that the organisation ensures that sufficient practical training has
been carried out to ensure that such person can accomplish the airworthiness directive to
the required standard;
2. In the case of aircraft operating away from a supported location the organisation may issue
a limited certifying staff authorisation to the aircraft commander on the basis of the flight
crew licence, provided that the organisation ensures that sufficient practical training has
been carried out to ensure that such person can accomplish the task to the required
standard."
AMC M.A.606 (a) PERSONNEL REQUIREMENTS
With regard to the accountable manager, it is normally intended to mean the chief executive
officer of the maintenance organisation approved under NCAR M.A. Subpart F, who by virtue of
position has overall (including in particular financial) responsibility for running the organisation.
The accountable manager may be the accountable manager for more than one organisation and is
not required to be necessarily knowledgeable on technical matters. When the accountable
manager is not the chief executive officer, the CAA Nepal will need to be assured that such an
accountable manager has direct access to chief executive officer and has a sufficiency of
maintenance funding allocation.
AMC M.A.606 (b) PERSONNEL REQUIREMENTS

1. Dependent upon the size of the organisation, the functions may be subdivided under
individual managers or combined in any number of ways.
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2. The maintenance organisation should have, dependent upon the extent of approval, an
aircraft maintenance manager, a workshop manager all of whom should report to the
accountable manager. In small maintenance organisations any manager may also be the
accountable manager, and may also be the aircraft maintenance manager or the workshop
manager.
3. The aircraft maintenance manager is responsible for ensuring that all maintenance required
to be carried out, plus any defect rectification carried out during aircraft maintenance, is
carried out to the design and quality standards specified in NCAR Part-M. The aircraft
maintenance manager is also responsible for any corrective action resulting from the NCAR
M.A.616 organisational review.
4. The workshop manager is responsible for ensuring that all work on aircraft components is
carried out to the standards specified in NCAR Part-M and also responsible for any
corrective action resulting from the NCAR M.A.616 organisational review.
5. Notwithstanding the example sub-paragraphs 2 - 4 titles, the organisation may adopt any
title for the foregoing managerial positions but should identify to CAA Nepal the titles and
persons chosen to carry out these functions.
AMC M.A.606(c) PERSONNEL REQUIREMENTS

1. All nominated persons should, in the normal way, be expected to satisfy CAA Nepal that
they possess the appropriate experience and qualifications which are listed in paragraphs
2.1 to 2.5 below.
2. All nominated persons should have:
2.1. practical experience and expertise in the application of aviation safety standards and safe
maintenance practices;
2.2. comprehensive knowledge of:
(a) NCAR Part-M and any associated requirements and procedures;
(b) the maintenance organisation manual;
2.3. five years aviation experience of which at least three years should be practical
maintenance experience;
2.4. knowledge of the relevant type(s) of aircraft or components maintained. This knowledge
may be demonstrated by documented evidence or by an assessment performed by CAA
Nepal. This assessment should be recorded.
Training courses should be as a minimum at a level equivalent to NCAR Part-66
Appendix III Level 1 General Familiarisation, and could be imparted by a NCAR Part-
147 organisation, by the manufacturer, or by any other organisation accepted by CAA
Nepal.
2.5. knowledge of maintenance standards.
AMC M.A.606 (d) PERSONNEL REQUIREMENTS

1. All staff are subjected to compliance with the organisation’s procedures specified in the
maintenance organisation manual relevant to their duties.
2. To have sufficient staff means that the approved maintenance organisation employs or
contracts staff directly, even on a volunteer basis, for the anticipated maintenance
workload.
3. Temporarily sub-contracted means the person is employed by another organisation and
contracted by that organisation to the approved maintenance organisation.
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AMC M.A.606(e) PERSONNEL REQUIREMENTS

1. Personnel involved in maintenance should be assessed for competence by 'on the job'
evaluation and/or by examination relevant to their particular job role within the
organisation before unsupervised work is permitted.
2. Adequate initial and recurrent training should be provided and recorded to ensure
continued competence.
AMC M.A.606 (f) PERSONNEL REQUIREMENTS

1. Continued airworthiness non-destructive testing means such testing specified by the type
certificate holder of the aircraft, engine or propeller in the NCAR M.A.304 (b)
maintenance data for in service aircraft/aircraft components for the purpose of
determining the continued fitness of the product to operate safely.
2. Appropriately qualified means to level 1, 2 or 3 as defined by European Standard EN
4179 or equivalentdependent upon the non-destructive testing function to be carried out.
3. Notwithstanding the fact that level 3 personnel may be qualified via EN 4179 or
equivalent to establish and authorise methods, techniques, etc., this does not permit such
personnel to deviate from methods and techniques published by the type certificate
holder/manufacturer in the form of continued airworthiness data, such as in non-
destructive test manuals or service bulletins, unless the manual or service bulletin
expressly permits such deviation.
4. All examinations should be conducted by personnel or organizations under the control of
an organization (NDT board for example) recognized by the CAA Nepal. 5. Particular
non-destructive test means any one or more of the following: dye penetrant, magnetic
particle, eddy current, ultrasonic and radiographic methods including X ray and gamma
ray.
6. In addition it should be noted that new methods are and will be developed, such as, but
not limited to thermography and shearography, which are not specifically a ddressed by
EN 4179 or equivalent. Until such time as an agreed standard is established such methods
should be carried out in accordance with the particular equipment manufacturers’
recommendations including any training and examination process to ensure competence
of the personnel with the process.
7. Any approved maintenance organisation that carries out continued airworthiness non -
destructive testing should establish qualification procedures for non-destructive testing.
8. Boroscoping and other techniques such as delamination coin tapping are non-destructive
inspections rather than non-destructive testing. Notwithstanding such differentiation,
approved maintenance organisation should establish a procedure to ensure that personnel
who carry out and interpret such inspections are properly trained and assessed for their
competence with the process. Non-destructive inspections, not being considered as non-
destructive testing by NCAR M.A. Subpart F are not listed in Appendix IV to NCAR
Part-M under class rating D1.
9. The referenced standards, methods, training and procedures should be specified in the
maintenance organisation manual.
10. Any such personnel who intend to carry out and/or control a non-destructive test for
which they were not qualified prior to the effective date of NCAR Part-M should qualify
for such non-destructive test in accordance with EN 4179 or equivalent.
11. In this context officially recognised standard means those standards established or published
by an official body whether having legal personality or not, which are widely recognised
by the air transport sector as constituting good practice.
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AMC M.A.606(h)2 PERSONNEL REQUIREMENTS

1. For the issue of a limited certification authorisation the commander should hold either a
valid air transport pilot license (ATPL), or commercial pilot license (CPL), or a national
equivalent acceptable to CAA Nepal on the aircraft type. In addition, the limited
certification authorisation is subject to the maintenance organisation manual containing
procedures to address the following:
a. Completion of adequate maintenance airworthiness regulation training.
b. Completion of adequate task training for the specific task on the aircraft. The task
training should be of sufficient duration to ensure that the individual has a thorough
understanding of the task to be completed and should involve training in the use of
associated maintenance data.
c. Completion of the procedural training.
The above procedures should be specified in the maintenance organisation manual and be
accepted by CAA Nepal.
2. Typical tasks that may be certified and/or carried out by the commander holding an ATPL
or CPL are minor maintenance or simple checks included in the following list:
a. Replacement of internal lights, filaments and flash tubes.
b. Closing of cowlings and refitment of quick access inspection panels.
c. Role changes, e.g., stretcher fit, dual controls, FLIR, doors, photographic equipment
etc.
d. Inspection for and removal of de-icing/anti-icing fluid residues, including removal/closure
of panels, cowls or covers that are easily accessible but not requiring the use of special
tools.
e. Any check/replacement involving simple techniques consistent with this AMC and as
agreed by CAA Nepal.
3. The authorisation should have a finite life of twelve months subject to satisfactory
recurrent training on the applicable aircraft type.
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NCAR M.A.607 CERTIFYING STAFF
(a) In addition to NCAR M.A.606(g), certifying staff can only exercise their privileges, if the
organisation has ensured:
1. that certifying staff can demonstrate that they meet the requirements of NCAR 66.A.20(b)
of NCAR Part-66,
2. that certifying staff have an adequate understanding of the relevant aircraft and/or aircraft
component(s) to be maintained together with the associated organisation procedures.
(b) In the following unforeseen cases, where an aircraft is grounded at a location other than the
main base where no appropriate certifying staff is available, the maintenance organisation
contracted to provide maintenance support may issue a one-off certification authorisation:
1. to one of its employees holding type qualifications on aircraft of similar technology,
construction and systems; or
2. to any person with not less than three years maintenance experience and holding a valid
ICAO aircraft maintenance licence rated for the aircraft type requiring certification
provided there is no organisation appropriately approved under NCAR Part-M at that
location and the contracting organisation obtains and holds on file evidence of the
experience and the licence of that person.
All such cases must be reported to CAA Nepal within seven days of the issuance of such
certification authorisation. The approved maintenance organisation issuing the one-off
certification authorisation shall ensure that any such maintenance that could affect flight safety
is re-checked.
(c) The approved maintenance organisation shall record all details concerning certifying staff and
maintain a current list of all certifying staff together with their scope of approval as part of the
organisation’s manual pursuant to NCAR M.A.604(a)5.
AMC M.A.607 CERTIFYING STAFF

1. Adequate understanding of the relevant aircraft and/or aircraft component(s) to be
maintained together with the associated organisation procedures means that the person has
received training and has relevant maintenance experience on the product type and
associated organisation procedures such that the person understands how the product
functions, what are the more common defects with associated consequences.
2. All prospective certifying staff is required to be assessed for competence, qualification and
capability related to intended certifying duties. Competence and capability can be assessed
by having the person work under the supervision of another certifying person for sufficient
time to arrive at a conclusion. Sufficient time could be as little as a few weeks if the person
is fully exposed to relevant work. The person need not be assessed against the complete
spectrum of intended duties. When the person has been recruited from another approved
maintenance organisation and was a certifying person in that organisation then it is
reasonable to accept a written confirmation from the previous organisation.
3. The organisation should hold copies of all documents that attest to qualification, and to
recent experience.
AMC M.A.607 (c) CERTIFYING STAFF

1. The following minimum information as applicable should be kept on record in respect of
each certifying person:
(a) name;
(b) date of birth;
(c) basic training;
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(d) type training;

(e) recurrent training;
(f) specialised training;
(g) experience;
(h) qualifications relevant to the approval;
(i) scope of the authorisation and personal authorisation reference;
(j) date of first issue of the authorisation;
(k) if appropriate - expiry date of the authorisation.
2. Persons authorised to access the system should be maintained at a minimum to ensure that
records cannot be altered in an unauthorised manner or that such confidential records
become accessible to unauthorised persons.
3. CAA Nepal should be granted access to the records upon request.
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NCAR M.A.608 COMPONENTS, EQUIPMENT AND TOOLS

(a) The organisation shall:
1. hold the equipment and tools specified in the maintenance data described in NCAR
M.A.609 or verified equivalents as listed in the maintenance organisation manual as
necessary for day-to-day maintenance within the scope of the approval; and,
2. demonstrate that it has access to all other equipment and tools used only on an occasional
basis.
(b) Tools and equipment shall be controlled and calibrated to an officially recognised standard.
Records of such calibrations and the standard used shall be kept by the organisation.
(c) The organisation shall inspect, classify and appropriately segregate all incoming components.
AMC M.A.608 (a) COMPONENTS, EQUIPMENT AND TOOLS

1. Once the applicant for NCAR M.A. Subpart F approval has determined the intended scope
of approval for consideration by CAA Nepal, it will be necessary to show that all tools and
equipment as specified in the maintenance data can be made available when needed.
2. All such tools should be clearly identified and listed in a control register including any
personal tools and equipment that the organisation agrees can be used.
3. For tools required on an occasional basis, the organisation should ensure that they are
controlled in terms of servicing or calibration as required.
AMC M.A.608 (b) COMPONENTS, EQUIPMENT AND TOOLS

1. The control of these tools and equipment requires that the organisation has a procedure to
inspect/service and, where appropriate, calibrate such items on a regular basis and indicate
to users that the item is within any inspection or service or calibration time -limit. A clear
system of labelling all tooling, equipment and test equipment is therefore necessary giving
information on when the next inspection or service or calibration is due and if the item is
unserviceable for any other reason where it may not be obvious. A register should be
maintained for all the organisation’s precision tooling and equipment together with a record
of calibrations and standards used.
2. Inspection, service or calibration on a regular basis should be in accordance with the
equipment manufacturers' instructions except where the NCAR M.A. Subpart F
organisation can show by results that a different time period is appropriate in a particular
case.
3. In this context officially recognised standard means those standards established or published
by an official body whether having legal personality or not, which are widely recognised by
the air transport sector as constituting good practice.
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NCAR M.A.609 MAINTENANCE DATA

The approved maintenance organisation shall hold and use applicable current maintenance data
specified in NCAR M.A.401 in the performance of maintenance including modifications and repairs.
In the case of customer provided maintenance data, it is only necessary to have such data when the
work is in progress.
AMC M.A.609 MAINTENANCE DATA

When an organisation uses customer provided maintenance data, the scope of approval indicated in
the maintenance organisation manual should be limited to the individual aircraft covered by the
contracts signed with those customers unless the organisation also holds its own complete set of
maintenance data for that type of aircraft.
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NCAR M.A.610 MAINTENANCE WORK ORDERS

Before the commencement of maintenance a written work order shall be agreed between the
organisation and the organisation requesting maintenance to clearly establish the maintenance to be
carried out.
AMC M.A.610 MAINTENANCE WORK ORDERS

A written work order” may take the form of, but not limited to, the following:
 A formal document or form specifying the work to be carried out. This form may be provided by
the continuing airworthiness management organisation managing the aircraft, or by the
maintenance organisation undertaking the work, or by the owner/operator himself.
 An entry in the aircraft log book specifying the defect that needs to be corrected.
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NCAR M.A.611 MAINTENANCE STANDARDS

All maintenance shall be carried out in accordance with the requirements of NCAR M.A. Subpart D.
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NCAR M.A.612 AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

At the completion of all required aircraft maintenance in accordance with this Subpart an aircraft
certificate of release to service shall be issued according to NCAR M.A.801.
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NCAR M.A.613 COMPONENT CERTIFICATE OF RELEASE TO SERVICE

(a) At the completion of all required component maintenance in accordance with this Subpart a
component certificate of release to service shall be issued in accordance with NCAR M.A.802.
CAAN Form 1 shall be issued except for those components maintained in accordance with
NCAR M.A.502(b) and NCAR M.A.502(d) and components fabricated in accordance with
NCAR M.A.603(b).
(b) The component certificate release to service document, CAAN Form 1 may be generated from
a computer database.
AMC M.A.613 (a) COMPONENT CERTIFICATE OF RELEASE TO SERVICE

1. An aircraft component which has been maintained off the aircraft requires the issuance of a
certificate of release to service for such maintenance and another CRS to service in regard
to being installed properly on the aircraft when such action occurs. When an organisation
maintains a component for use by the same organisation, CAAN Form 1 may not be
necessary depending upon the organisation’s internal release procedures defined in the
maintenance organisation exposition.
2. In the case of components in storage prior to NCAR Part-145, NCAR Part-M and EASA
Part-21 and not released on CAAN Form 1 or equivalent in accordance with NCAR
M.A.501(a) or removed serviceable from active aircraft which have been withdrawn from
service, this paragraph provides additional guidance regarding the conditions under which
an CAAN Form 1 may be issued.
2.1 ACAAN Form 1 may be issued for an aircraft component which has been:
• Maintained before NCAR Part-145, or NCAR Part-M became effective or
manufactured before EASA Part-21 became effective.
• Used on an aircraft and removed in a serviceable condition. Examples include leased
and loaned aircraft components.
• Removed from aircraft which have been withdrawn from service, or from aircraft
which have been involved in abnormal occurrences such as accidents, incidents,
heavy landings or lightning strikes.
2.2 An appropriately rated NCAR M.A Subpart F maintenance organisation may issue a
CAAN Form 1 as detailed in this AMC subparagraph 2.5 to 2.9, as appropriate, in
accordance with the procedures detailed in the manual as approved by CAA Nepal. The
appropriately rated NCAR M.A Subpart F maintenance organisation is responsible for
ensuring that all reasonable measures have been taken to ensure that only approved and
serviceable aircraft components are issued aCAAN Form 1 under this paragraph.
2.3. For the purposes of this paragraph 2 only, ‘appropriately rated’ means an organisation
with an approval class rating for the type of component or for the product in which it may
be installed.
2.4. CAAN Form 1issued in accordance with this paragraph 2 should be issued by signing in
block 14b and stating ‘Inspected’ in block 11. In addition, block 12 should specify:
2.4.1. when the last maintenance was carried out and by whom;
2.4.2. if the component is unused, when the component was manufactured and by
whom with a cross-reference to any original documentation which should be
included with the Form;
2.4.3. a list of all airworthiness directives, repairs and modifications known to have been
incorporated. If no airworthiness directives or repairs or modifications are known to
be incorporated then this should be stated;
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2.4.4. detail of life used for service life-limited parts being any combination of fatigue,
overhaul or storage life;
2.4.5. for any aircraft component having its own maintenance history record, reference to
the particular maintenance history record as long as the record contains the details
that would otherwise be required in block 12. The maintenance history record and
acceptance test report or statement, if applicable, should be attached to the CAAN
Form 1.
2.5. New/unused aircraft components
2.5.1 Any unused aircraft component in storage without aCAAN Form 1 up to the effective
date(s) for EASA Part-21 that was manufactured by an organisation acceptable to
CAA Nepal at the time may be issued CAAN Form 1 by an appropriately rated
maintenance organisation approved under NCAR M.A Subpart F. The CAAN Form 1
should be issued in accordance with the following subparagraphs which should be
included in a procedure within the maintenance organisation manual.
Note 1: It should be understood that the release of a stored but unused aircraft component in
accordance with this paragraph represents a maintenance release under NCAR M.A Subpart F and not
a production release under EASA Part-21. It is not intended to bypass the production release
procedure agreed by the CAA Nepal for parts and subassemblies intended for fitment on the
manufacturers own production line.
(a) An acceptance test report or statement should be available for all used and unused
aircraft components that are subject to acceptance testing after manufacturing or
maintenance as appropriate.
(b) The aircraft component should be inspected for compliance with the manufacturer’s
instructions and limitations for storage and condition including any requirement for
limited storage life, inhibitors, controlled climate and special storage containers. In
addition, or in the absence of specific storage instructions, the aircraft component
should be inspected for damage, corrosion and leakage to ensure good condition.
(c) The storage life used of any storage life-limited parts should be established.
2.5.2. If it is not possible to establish satisfactory compliance with all applicable conditions
specified in subparagraph 2.5.1 (a) to (c) inclusive, the aircraft component should
be disassembled by an appropriately rated organisation and subjected to a check for
incorporated airworthiness directives, repairs and modifications and
inspected/tested in accordance with the maintenance data to establish satisfactory
condition and, if relevant, all seals, lubricants and life-limited parts replaced. Upon
satisfactory completion after reassembly, aCAAN Form 1 may be issued stating what
was carried out and the reference to the maintenance data included.
2.6. Used aircraft components removed from a serviceable aircraft.
2.6.1. Serviceable aircraft components removed from a Nepal registered aircraft may be
issued a CAAN Form 1 by an appropriately rated organisation subjectto
compliance with this subparagraph.
(a) The organisation should ensure that the component was removed from the
aircraft by an appropriately qualified person.
(b) The aircraft component may only be deemed serviceable if the last flight operation
with the component fitted revealed no faults on that component/related system.
(c) The aircraft component should be inspected for satisfactory condition including in
particular damage, corrosion or leakage and compliance with any additional
maintenance data.
(d) The aircraft record should be researched for any unusual events that could affect the
serviceability of the aircraft component such as involvement in accidents, incidents,
heavy landings or lightning strikes. Under no circumstances may aCAAN Form 1 be
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issued in accordance with this paragraph 2.6 if it is suspected that the aircraft
component has been subjected to extremes of stress, temperatures or immersion
which could affect its operation.
(e) A maintenance history record should be available for all used serialised aircraft
components.
(f) Compliance with known modifications and repairs should be established.
(g) The flight hours/cycles/landings as applicable of any service life-limited parts
including time since overhaul should be established.
(h) Compliance with known applicable airworthiness directives should be established.
(i) Subject to satisfactory compliance with this subparagraph 2.6.1, aCAAN Form 1 may
be issued and should contain the information as specified in paragraph 2.4 including
the aircraft from which the aircraft component was removed.
2.6.2. Serviceable aircraft components removed from a outside Nepal registered aircraft
may only be issued a CAAN Form 1 if the components are leased or loaned from the
maintenance organisation approved under NCAR M.A Subpart F who retains control
of the airworthiness status of the components. A CAAN Form 1 may be issued and
should contain the information as specified in paragraph 2.4 including the aircraft
from which the aircraft component was removed.
2.7. Used aircraft components removed from an aircraft withdrawn from service.
Serviceable aircraft components removed from a Nepal registeredaircraft withdrawn
from service may be issued aCAAN Form 1 by a maintenance organisation approved
under NCAR M.A. Subpart F subject to compliance with this subparagraph.
(a) Aircraft withdrawn from service are sometimes dismantled for spares.This is considered
to be a maintenance activity and should be accomplished under the control of an
organisation approved under NCAR M.A. Subpart F, employing procedures approved by
CAA Nepal.
(b) To be eligible for installation, components removed from such aircraft may be issued
with aCAAN Form 1 by an appropriately rated organisation following a satisfactory
assessment.
(c) As a minimum, the assessment will need to satisfy the standards set out in paragraphs
2.5 and 2.6 as appropriate. This should, where known, include the possible need for the
alignment of scheduled maintenance that may be necessary to comply with the
maintenance programme applicable to the aircraft on which the component is to be
installed.
(d) Irrespective of whether the aircraft holds a certificate of airworthiness or not, the
organisation responsible for certifying any removed component should satisfy itself that
the manner in which the components were removed and stored are compatible with the
standards required by NCAR M.A Subpart F.
(e) A structured plan should be formulated to control the aircraft disassembly process. The
disassembly is to be carried out by an appropriately rated organisation under the
supervision of certifying staff, who will ensure that the aircraft components are removed
and documented in a structured manner in accordance with the appropriate maintenance
data and disassembly plan.
(f) All recorded aircraft defects should be reviewed and the possible effects these may have
on both normal and standby functions of removed components are to be considered.
(g) Dedicated control documentation is to be used as detailed by the disassembly plan, to
facilitate the recording of all maintenance actions and component removals performed
during the disassembly process. Components found to be unserviceable are to be
identified as such and quarantined pending a decision on the actions to be taken. Records
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of the maintenance accomplished to establish serviceability are to form part of the

component maintenance history.
(h) Suitable NCAR M.A Subpart F facilities for the removal and storage of removed
components are to be used which include suitable environmental conditions, lighting,
access equipment, aircraft tooling and storage facilities for the work to be undertaken.
While it may be acceptable for components to be removed, given local environmental
conditions, without the benefit of an enclosed facility subsequent disassembly (if
required) and storage of the components should be in accordance with the
manufacturer’s recommendations.
2.8. Used aircraft components maintained by organisations not approved in accordance with
NCAR M.A Subpart F or NCAR Part-145.
For used components maintained by a maintenance organisation not approved under
NCAR Part-M Subpart F or NCAR Part-145, due care should be taken before acceptance
of such components. In such cases an appropriately rated maintenance organisation
approved under NCAR M.A Subpart F should establish satisfactory conditions by:
(a) dismantling the component for sufficient inspection in accordance with the
appropriate maintenance data,
(b) replacing of all service life-limited components when no satisfactory evidence of life
used is available and/or the components are in an unsatisfactory condition,
(c) re-assembling and testing as necessary the component,
(d) completing all certification requirements as specified in NCAR M.A.613.
2.9. Used aircraft components removed from an aircraft involved in an accident or incident.
Such components should only be issued with a CAAN Form 1 when processed in
accordance with paragraph 2.7 and a specific work order including all additional
necessary tests and inspections made necessary by the accident or incident. Such a work
order may require input from the TC holder or original manufacturer as appropriate. This
work order should be referenced in block 12.
3. A certificate should not be issued for any component when it is known that the component
is unserviceable except in the case of a component undergoing a series of maintenance
processes at several approved maintenance organisations and the component needs a
certificate for the previous maintenance process carried out for the next approved
maintenance organisation to accept the component for subsequent maintenance processes.
In such a case, a clear statement of limitation should be endorsed in block.
4. The certificate is to be used for export/import purposes, as well as for domestic purposes,
and serves as an official certificate for components from the manufacturer/maintenance
organisation to users. It should only be issued by organisations approved by CAA Nepal
within the scope of the approval.
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NCAR M.A.614 MAINTENANCE RECORDS

(a) The approved maintenance organisation shall record all details of work carried out. Records
necessary to prove all requirements have been met for issuance of the certificate of release to
service including the sub-contractor's release documents shall be retained.
(b) The approved maintenance organisation shall provide a copy of each certificate of release to
service to the aircraft owner, together with a copy of any specific approved repair/modification
data used for repairs/modifications carried out.
(c) The approved maintenance organisation shall retain a copy of all maintenance records and any
associated maintenance data for three years from the date the aircraft or aircraft component to
which the work relates was released from the approved maintenance organisation.
1. The records under this paragraph shall be stored in a manner that ensures protection from
damage, alteration and theft.
2. All computer hardware used to ensure backup shall be stored in a different location from
that containing the working data in an environment that ensures they remain in good
condition.
3. Where an approved maintenance organisation terminates its operation, all retained
maintenance records covering the last three years shall be distributed to the last owner or
customer of the respective aircraft or component or shall be stored as specified by CAA
Nepal.
AMC M.A.614 (a) MAINTENANCE RECORDS
1. Properly executed and retained records provide owners, operators and maintenance
personnel with information essential in controlling unscheduled and scheduled
maintenance, and troubleshooting to eliminate the need for re-inspection and rework to
establish airworthiness.
The prime objective is to have secure and easily retrievable records with comprehensive and
legible contents. The aircraft record should contain basic details of all serialised aircraft
components and all other significant aircraft components installed, to ensure traceability to
such installed aircraft component documentation and associated NCAR M.A.304
maintenance data.
2. The maintenance record can be either a paper or computer system or any combination of
both. The records should remain legible throughout the required retention period.
3. Paper systems should use robust material which can withstand normal handling and filing.
4. Computer systems may be used to control maintenance and/or record details of maintenance
work carried out. Computer systems used for maintenance 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.
AMC M.A.614 (c) MAINTENANCE RECORDS

Associated maintenance data is specific information such as repair and modification data. This does
not necessarily require the retention of all aircraft maintenance manual, component maintenance
manual, parts catalogues etc issued by the TC holder or STC holder. Maintenance records should refer
to the revision status of the data used.
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NCAR M.A.615 PRIVILEGES OF THE ORGANISATION

The maintenance organisation approved in accordance with Section A, Subpart F of NCAR Part-M,
may:
a) maintain any aircraft and/or component for which it is approved at the locations specified in the
approval certificate and the maintenance organisation manual;
b) arrange for the performance of specialized services under the control of the maintenance
organisation at another organisation appropriately qualified, subject to appropriate procedures
being established as part of the Maintenance Organisation Manual approved by CAA Nepal
directly;
c) maintain any aircraft and/or component for which it is approved at any location subject to the
need of such maintenance arising either from the unserviceability of the aircraft or from the
necessity of supporting occasional maintenance, subject to the conditions specified in the
Maintenance Organisation Manual;
d) issue certificates of release to service on completion of maintenance, in accordance with NCAR
M.A.612 or NCAR M.A.613.
GM M.A.615 PRIVILEGES OF THE ORGANISATION
NCAR M.A.615 states that the organization shall only maintain an aircraft or component for which
it is approved when all the necessary facilities, equipment, tooling, material, maintenance data, and
certifying staff are available.
This provision is intended to cover the situation where the larger organization may temporarily not
hold all the necessary tools, equipment, etc. for an aircraft type or variant specified in the
organization’s approval. This paragraph means that the CAA Nepal need not amend the approval to
delete the aircraft type or variants on the basis that it is a temporary situation and there is a
commitment from the organization to re-acquire tools, equipment, etc. before maintenance on the
type may recommence.
AMC M.A.615(b) PRIVILEGES OF THE ORGANISATION

NCAR M.A.615(b) refers to work carried out by another organisation which is not appropriately
approved under NCAR M.A. Subpart F or NCAR Part-145 to carry out such tasks.
The intent is to permit the acceptance of specialised maintenance services, such as, but not limited to,
non-destructive testing, surface treatment, heat-treatment, welding, fabrication of specified parts for
minor repairs and modifications, etc., without the need of NCAR Part MSubpart F approval for those
tasks.
The requirement that the organisation performing the specialised services must be “appropriately
qualified” means that it should meet an officially recognised standard or, otherwise, it should be
acceptable to CAA Nepal (through the approval of the Maintenance Organisation Manual).
“Under the control of the NCAR Part M Subpart F organisation” means that the NCAR Part
MSubpart F organisation should investigate the capability of the subcontracted organisation
(including qualifications, facilities, equipment and materials) and ensure that such organisation:
- Receives appropriate maintenance instructions and maintenance data for the task to be performed.
- Properly records the maintenance performed in the NCAR Part M Subpart F airworthiness records.
- Notifies the NCAR Part M Subpart F organisation for any deviation or non-conformity, which has
arisen during such maintenance.
The certificate of release to service may be issued either at the subcontractors or at the organisation
facility by authorised certifying staff, and always under the NCAR M.A. Subpart F organisation
reference. Such staff would normally come from the NCAR M.A. Subpart F organisation but may
otherwise be a person from the subcontractor who meets the NCAR M.A. Subpart F organisation
certifying staff standard which itself is approved by CAA Nepal via the Maintenance Organisation
Manual.
Subcontracted specialised services organisations should be listed in the Maintenance Organisation
Manual of the NCAR Part M Subpart F organisation together with their qualifications, and the
associated control procedures.
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NCAR M.A.616 ORGANISATIONAL REVIEW

To ensure that the approved maintenance organisation continues to meet the requirements of
NCAR Part-M, it shall organise, on a regular basis, organisational reviews.
AMC M.A.616 ORGANISATIONAL REVIEW (SEE ALSO APPENDIX VIII TO

AMC M.A.616)
1. The primary objectives of the organisational review are to enable the approved maintenance
organisation to ensure that it can deliver a safe product and that approved maintenance
organisation remains in compliance with the requirements.
2. The approved maintenance organisation should identify:
2.1. The person responsible for the organisational review, and;
2.2. The frequency of the reviews, and;
2.3. The scope and content of the reviews, and;
2.4. The persons accomplishing the reviews, and;
2.5. The procedure for planning, performing and processing review findings.
2.6. The procedure for ensuring corrective actions are carried out in the appropriate time
frame.
3. The organisation quality system as specified in NCAR Part-145 provides an acceptable
basic structure for the organisational review system for organisations with more than 10
maintenance staff, dependent upon the complexity of the organisation.
4. Appendix VIII should be used to manage the organisational reviews.
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NCAR M.A.617 CHANGES TO THE APPROVED MAINTENANCE

ORGANISATION
In order to enable CAA Nepal to determine continued compliance with NCAR Part-M, the approved
maintenance organisation shall notify it of any proposal to carry out any of the following changes,
before such changes take place:
1. the name of the organisation;
2. the location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons specified in paragraph NCAR M.A.606(b);
6. the facilities, equipment, tools, material, procedures, work scope and certifying
staff that could affect the approval.
In the case of proposed changes in personnel not known to the management beforehand, these changes
shall be notified at the earliest opportunity.
AMC M.A.617 CHANGES TO THE APPROVED MAINTENANCE

ORGANISATION
CAA Nepal should be given adequate notification of any proposed changes in order to enable the
maintenance organisation to remain approved if agreed by CAA Nepal during negotiations about any
of the specified changes. Without this paragraph the approval would automatically be suspended in all
cases.
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NCAR M.A.618 VALIDITY OF APPROVAL

(a) An approval shall be issued for maximum period of twoyears unless otherwise specified. It shall
remain valid subject to:
1. the organisation remaining in compliance with NCAR Part-M, in accordance with the
provisions related to the handling of findings as specified under NCAR M.A.619, and;
2. CAA Nepal being granted access to the organisation to determine continued compliance
with NCAR Part-M, and;
3. the approval not being surrendered or revoked;
(b) Upon surrender or revocation, the approval certificate shall be returned to CAA Nepal.
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NCAR M.A.619 FINDINGS

(a) A level 1 finding is any significant non-compliance with NCAR Part-M requirements which
lowers the safety standard and hazards seriously the flight safety.
(b) A level 2 finding is any non-compliance with the NCAR Part-M requirements which could
lower the safety standard and possibly hazard the flight safety.
(c) After receipt of notification of findings according to NCAR M.B.605, the holder of the
maintenance organisation approval shall define a corrective action plan and demonstrate
corrective action to the satisfaction of CAA Nepal within a period agreed withCAA Nepal.
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SUBPART G - CONTINUING AIRWORTHINESS MANAGEMENT

ORGANISATION
NCAR M.A.701 SCOPE

This Subpart establishes the requirements to be met by an organisation to qualify for the issue or
continuation of an approval for the management of aircraft continuing airworthiness.
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NCAR M.A.702 APPLICATION

An application for issue or change of a continuing airworthiness management organisation approval
shall be made on a form and in a manner established by CAA Nepal.
AMC M.A.702 APPLICATION

An application should be made on a CAAN Form 2 (Appendix IX to AMC M.A.602 and AMC
M.A.702) or equivalent acceptable to CAA Nepal.
The CAAN Form 2 is valid for the application for NCAR M.A. Subpart F, NCAR Part-145 and
NCAR M.A. Subpart G organisations. Organisations applying for several approvals may do so using a
single CAAN Form 2.
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NCAR M.A.703 EXTENT OF APPROVAL

(a) The approval is indicated on a certificate included in Appendix VI issued by CAA Nepal.
(b) Notwithstanding paragraph (a), for commercial air transport, the approval shall be part of the air
operator certificate issued by CAA Nepal, for the aircraft operated.
(c) The scope of work deemed to constitute the approval shall be specified in the continuing
airworthiness management exposition in accordance with point NCAR M.A.704.
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NCAR M.A.704 CONTINUING AIRWORTHINESS MANAGEMENT

EXPOSITION
(a) The continuing airworthiness management organisation shall provide a continuing airworthiness
management exposition containing the following information:
1. a statement signed by the accountable manager to confirm that the organisation will work
in accordance with NCAR Part-M and the exposition at all times, and;
2. the organisation's scope of work, and;
3. the title(s) and name(s) of person(s) referred to in NCAR M.A.706(a), NCAR
M.A.706(c), NCAR M.A.706(d) and NCAR M.A.706(i);
4. an organisation chart showing associated chains of responsibility between all the person(s)
referred to in NCAR M.A.706(a), NCAR M.A.706(c), NCAR M.A.706(d) and NCAR
M.A.706(i).
5. a list of the airworthiness staff referred to in NCAR M.A.707, specifying, where
applicable, the staff authorised to issue permits to fly in accordance with NCAR
M.A.711(c).
6. a general description and location of the facilities, and;
7. procedures specifying how the continuing airworthiness management organisation ensures
compliance with NCAR Part-M, and;
8. the continuing airworthiness management exposition amendment procedures.
9. The list of approved aircraft maintenance programmes, or, for aircraft not involved in
commercial air transport, the list of “generic” and “baseline” maintenance programmes.
(b) The continuing airworthiness management exposition and its amendments shall be approved by
CAA Nepal.
(c) Notwithstanding paragraph (b), minor amendments to the exposition may be approved indirectly
through an indirect approval procedure. The indirect approval procedure shall define the minor
amendment eligible, be established by the continuing airworthiness management organisation as
part of the exposition and be approved by CAA Nepal responsible for that continuing
airworthiness management organisation.
AMC M.A.704 CONTINUING AIRWORTHINESS MANAGEMENT

EXPOSITION (SEE APPENDICES TO NCAR PART-M – APPENDIX V TO
AMC M.A.704)
1. The purpose of the continuing airworthiness management exposition is to set forth the
procedures, means and methods of the NCAR M.A. Subpart G organisation. Compliance
with its contents will assure compliance with NCAR Part-M requirements.
2. A continuing airworthiness management exposition should comprise:
Part 0 General organisation
Part 1 Continuing airworthiness procedures
Part 2 Quality system or organisational review (as applicable)
Part 3 Contracted maintenance (for operators) – management of maintenance (liaison
with maintenance organisations in the case of non commercial air transport)
Part 4 Airworthiness review procedures (if applicable)
3. Where a NCAR M.A. Subpart G organisation is also approved to another NCAR Parts
(NCAR Part-145), the exposition or manual required by the other NCAR Parts (NCAR Part-
145) may form the basis of the continuing airworthiness management exposition in a
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combined document. Example for a combined NCAR Part-145 and NCAR M.A. Subpart G
organisation:
NCAR Part-145 Exposition (see equivalent paragraphs in AMC 145.A.70(a))
Part 1 Management
Part 2 Maintenance procedures
Part L2 Additional line maintenance procedures
Part 3 Quality system and/or organisational review (as applicable)
Part 4 Contracts with owners/operators
Part 5 Appendices (sample of documents)
Note: Part 3 should also cover the functions specified by NCAR M.A.712 quality system.
Note: Part 4 should also cover contracted maintenance (for operators) – Management of
maintenance (liaison with maintenance organisations in the case of non
commercial air transport)
Additional parts should be introduced covering the following (see equivalent paragraphs in
Appendix V to AMC M.A.704, which may have a different numbering system):
Part 6 Continuing airworthiness management procedures
Example for a combined NCAR M.A. Subpart F and NCAR M.A. Subpart G organisation:
NCAR M.A. Subpart F Maintenance Organisation Manual (see equivalent paragraphs in
Appendix IV to AMC M.A.604, which have a different numbering system)
Part 1 General
Part 2 Description
Part 3 General Procedures
Part 4 Working Procedures. This Part contains, among other things, procedures for
Organisational Reviews.
Part 5 Appendixes
Part 4 should also cover the functions specified by NCAR M.A.712 quality system (or
organisation review, as applicable).
Additional parts should be introduced covering the following (see equivalent paragraphs in
Appendix V to AMC M.A.704, which may have a different numbering system):
4. Personnel should be familiar with those parts of the exposition that are relevant to their
tasks.
5. The NCAR M.A. Subpart G organisation should specify in the exposition who is
responsible for the amendment of the document.
6. Unless otherwise agreed by the CAA Nepal, the person responsible for the management of
the quality system or for the organisational review should be responsible for monitoring and
amending the exposition, including associated procedures manuals, and the submission of
proposed amendments to the CAA Nepal. CAA Nepal may agree a procedure, which will be
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stated in the amendment control section of the exposition, defining the class of amendments
which can be incorporated without the prior consent of CAA Nepal.
7. The operator may use electronic data processing (EDP) for publication of the continuing
airworthiness management exposition. The continuing airworthiness management
exposition should be made available to the CAA Nepal in a form acceptable to CAA Nepal.
Attention should be paid to the compatibility of EDP publication systems with the
necessary dissemination of the continuing airworthiness management exposition, both
internally and externally.
8. Part 0 “General organisation” of the continuing airworthiness management exposition
should include a corporate commitment by the NCAR M.A Subpart G organisation, signed
by the accountable manager confirming that the continuing airworthiness management
exposition and any associated manuals define the organisation compliance with NCAR
Part-M and will be complied with at all times.
9. The accountable manager’s exposition statement should embrace the intent of the following
paragraph, and in fact this statement may be used without amendment. Any modification to
the statement should not alter the intent:
This exposition defines the organisation and procedures upon which CAA NepalNCAR
M.A. Subpart G continuing airworthiness management approval is based.
These procedures are approved by the undersigned and should be complied with, as
applicable, in order to ensure that all continuing airworthiness tasks of ... (quote operator’s
name) ... fleet of aircraft and/or of all aircraft under contract in accordance with NCAR
M.A.201 (e) with ... (quote organisation’s name) ... are carried out on time to an approved
standard.
It is accepted that these procedures do not override the necessity of complying with any
new or amended regulation published from time to time where these new or amended
regulations are in conflict with these procedures.
It is understood that CAA Nepal will approve this organisation whilst CAA Nepal is
satisfied that the procedures are being followed and the work standard is maintained. It is
understood that CAA Nepal reserves the right to suspend, vary or revoke the NCAR M.A.
Subpart G continuing airworthiness management approval of the organisation or the air
operators certificate, as applicable, if the CAA Nepal has evidence that the procedures are
not followed and the standards not upheld.
Signed .....................................
Dated .....................................
Accountable Manager and ... (quote position) ...
For and on behalf of ... (quote organisation’s name) ... ’
10. Whenever the accountable manager is changed it is important to ensure that the new
accountable manager signs the paragraph 9 statement at the earliest opportunity as part of
the acceptance by the CAA Nepal.
Failure to carry out this action invalidates the NCAR M.A. Subpart G continuing
airworthiness management approval or the air operator certificate.
11. The exposition should contain information as applicable, on how the continuing airworthiness
management organisation complies with CDCCL instructions.
Appendix V contains an example of an exposition lay-out.
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NCAR M.A.705 FACILITIES

The continuing airworthiness management organisation shall provide suitable office accommodation
at appropriate locations for the personnel specified in NCAR M.A.706.
AMC M.A.705 FACILITIES

Office accommodation should be such that the incumbents, whether they be continuing airworthiness
management, planning, technical records or quality staff, can carry out their designated tasks in a
manner that contributes to good standards. In the smaller NCAR M.A. Subpart G organisations, the
CAA Nepalmay agree to these tasks being conducted from one office subject to being satisfied that
there is sufficient space and that each task can be carried out without undue disturbance. Office
accommodation should also include an adequate technical library and room for document
consultation.
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NCAR M.A.706 PERSONNEL REQUIREMENTS

(a) The organisation shall appoint an accountable manager, who has corporate authority for
ensuring that all continuing airworthiness management activities can be financed and carried out
in accordance with NCAR Part-M.
(b) For commercial air transport the paragraph (a) accountable manager shall be the person who
also has corporate authority for ensuring that all the operations of the operator can be financed
and carried out to the standard required for the issue of an air operator's certificate.
(c) A person or group of persons shall be nominated with the responsibility of ensuring that the
organisation is always in compliance with this Subpart. Such person(s) shall be ultimately
responsible to the accountable manager.
(d) For commercial air transport, the accountable manager shall designate a nominated post holder.
This person shall be responsible for the management and supervision of continuing
airworthiness activities, pursuant to paragraph (c).
(e) The nominated post holder referred to in paragraph (d) shall not be employed by a NCAR Part-
145 approved organisation under contract to the operator, unless specifically agreed by CAA
Nepal.
(f) The organisation shall have sufficient appropriately qualified staff for the expected work.
(g) All paragraph (c) and (d) persons shall be able to show relevant knowledge, background and
appropriate experience related to aircraft continuing airworthiness.
(h) The qualification of all personnel involved in continuing airworthiness management shall be
recorded.
(i) For organisations extending airworthiness review certificates in accordance with NCAR
M.A.711(a)4 and NCAR M.A.901(f), the organisation shall nominate persons authorised to do
so, subject to approval by CAA Nepal.
(j) The organisation shall define and keep updated in the continuing airworthiness management
exposition the title(s) and name(s) of person(s) referred to in NCAR M.A.706(a), NCAR
M.A.706(c), NCAR M.A.706(d) and NCAR M.A.706(i).
(k) For all large aircraft and for aircraft used for commercial air transport the organisation shall
establish and control the competence of personnel involved in the continuing airworthiness
management, airworthiness review and/or quality audits in accordance with a procedure and to a
standard agreed by CAA Nepal.
AMC M.A.706 PERSONNEL REQUIREMENTS

1. The person or group of persons should represent the continuing airworthiness management
structure of the organisation and be responsible for all continuing airworthiness functions.
Dependent on the size of the operation and the organisational set-up, the continuing
airworthiness functions may be divided under individual managers or combined in nearly
any number of ways. However, if a quality system is in place it should be independent from
the other functions.
2. The actual number of persons to be employed and their necessary qualifications is dependent
upon the tasks to be performed and thus dependent on the size and complexity of the
organisation(number of aircraft and the aircraft types, complexity of the aircraft and their
age and for commercial air transport, route network, line or charter, ETOPS) and the amount
and complexity of maintenance contracting. Consequently, the number of persons needed,
and their qualifications may differ greatly from one organisation to another and a simple
formula covering the whole range of possibilities is not feasible.
3. To enable the CAA Nepal to accept the number of persons and their qualifications, an
organisation should make an analysis of the tasks to be performed, the way in which it
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intends to divide and/or combine these tasks, indicate how it intends to assign
responsibilities and establish the number of man/hours and the qualifications needed to
perform the tasks. With significant changes in the aspects relevant to the number and
qualifications of persons needed, this analysis should be updated.
4. Nominated person or group of persons should have:
4.1 practical experience and expertise in the application of aviation safety standards and
safe operating practices;
4.2 a comprehensive knowledge of:
(a) relevant parts of operational requirements and procedures;
(b) the AOC holder's Operations Specifications when applicable;
(c) the need for, and content of, the relevant parts of the AOC holder's Operations Manual
when applicable;
4.3 knowledge of quality systems;
4.4 five years relevant work experience of which at least two years should be from the
aeronautical industry in an appropriate position;
4.5 a relevant engineering degree or an aircraft maintenance technician qualification with
additional education acceptable to the CAA Nepal. ‘relevant engineering degree’
means an engineering degree from aeronautical, mechanical, electrical, electronic,
avionic or other studies relevant to the maintenance and continuing airworthiness of
aircraft/aircraft components;
The above recommendation may be replaced by 5 years of experience additional to
those already recommended by paragraph 4.4 above. These 5 years should cover an
appropriate combination of experience in tasks related to aircraft maintenance and/or
continuing airworthiness management (engineering) and/or surveillance of such tasks
4.6 thorough knowledge with the organisation's continuing airworthiness management
exposition;
4.7. knowledge of a relevant sample of the type(s) of aircraft gained through a formalised
training course. These courses should be at least at a level equivalent to NCAR Part-66
Appendix III Level 1 General Familiarisation and could be imparted by a NCAR Part-
Nepal.
“Relevant sample” means that these courses should cover typical systems embodied in
those aircraft being within the scope of approval.
For all balloons and any other aircraft of 2730 Kg MTOM and below the formalised
training courses may be replaced by demonstration of knowledge. This knowledge may
be demonstrated by documented evidence or by an assessment performed by CAA
Nepal. This assessment should be recorded.
4.8. knowledge of maintenance methods.
4.9. knowledge of applicable regulations.
AMC M.A.706 (a) PERSONNEL REQUIREMENTS

Accountable manager is normally intended to mean the chief executive officer of the continuing
airworthiness management organisation approved under NCAR M.A. Subpart G, who by virtue of
position has overall (including in particular financial) responsibility for running the organisation. The
accountable manager may be the accountable manager for more than one organisation and is not
required to be knowledgeable on technical matters. When the accountable manager is not the chief
executive officer, CAA Nepal will need to be assured that such an accountable manager has direct
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access to the chief executive officer and has a sufficiency of continuing airworthiness funding
allocation.
AMC M.A.706 (e) PERSONNEL REQUIREMENTS

1. CAA Nepal should only accept that the nominated post holder be employed by the
organisation approved under NCAR Part-145 when it is manifest that he/she is the only
available competent person in a position to exercise this function, within a practical working
distance from the operator’s offices.
2. This paragraph only applies to contracted maintenance and therefore does not affect situations
where the organisation approved under NCAR Part-145 and the operator are the same
organisation.
AMC M.A.706 (f) PERSONNEL REQUIREMENTS

Additional training in fuel tank safety as well as associated inspection standards and maintenance
procedures should be required of continuing airworthiness management organisations’ technical
personnel, especially the staff involved with the management of CDCCL, Service Bulletin
assessment, work planning and maintenance programme management. Guidance is provided for
training to Continuing Airworthiness Management Organisations’ continuing airworthiness
personnel in Appendix XII to AMC to NCAR M.A.706(f) and NCAR M.B.102(c).
AMC M.A.706 (i) PERSONNEL REQUIREMENTS

The approval by CAA Nepal of the exposition, containing in NCAR M.A.704(a)3 the list of
NCAR M.A.706(i) personnel, constitutes their formal acceptance by CAA Nepal and also their
formal authorisation by the organisation.
Airworthiness review staff are automatically recognised as persons with authority to extend an
airworthiness review certificate in accordance with NCAR M.A.711(a)4 and NCAR M.A.901(f).
AMC M.A.706(k) PERSONNEL REQUIREMENTS

Adequate initial and recurrent training should be provided and recorded to ensure continued
competence.
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NCAR M.A.707 AIRWORTHINESS REVIEW STAFF

(a) To be approved to carry out airworthiness reviews and, if applicable, to issue permits to fly, an
approved continuing airworthiness management organisation shall have appropriate
airworthiness review staff to issue airworthiness review certificates or recommendations
referred to in Section A of Subpart I and, if applicable, to issue a permit to fly in accordance
with NCAR M.A.711(c):
1. For all aircraft used in commercial air transport, and aircraft above 2730 kg MTOM,
except balloons, these staff shall have acquired:
(a) at least five years experience in continuing airworthiness, and;
(b) an appropriate license in compliance with NCAR Part-66 or a relevant engineering
degree , and;
(c) formal aeronautical maintenance training, and;
(d) a position within the approved organisation with appropriate responsibilities.
(e) Notwithstanding points (a) to (d), the requirement laid down in NCAR
M.A.707(a)1(b) may be replaced by five years of experience in continuing
airworthiness additional to those already required by NCAR M.A.707(a)1(a).
2. For aircraft not used in commercial air transport of 2730 kg MTOM and below, and
balloons, these staff shall have acquired:
(a) at least three years experience in continuing airworthiness, and;
(b) an appropriate license in compliance with NCAR Part-66 or an aeronautical degree
or a national equivalent, and;
(c) appropriate aeronautical maintenance training, and;
(d) a position within the approved organisation with appropriate responsibilities;
(e) Notwithstanding points (a) to (d), the requirement laid down in NCAR
M.A.707(a)2(b) may be replaced by four years of experience in continuing
airworthiness additional to those already required by NCAR M.A.707(a)2(a).
(b) Airworthiness review staff nominated by the approved continuing airworthiness organisation
can only be issued an authorisation by the approved continuing airworthiness organisation
when formally accepted by CAA Nepal after satisfactory completion of an airworthiness review
under supervision.
(c) The organisation shall ensure that aircraft airworthiness review staff can demonstrate
appropriate recent continuing airworthiness management experience.
(d) Airworthiness review staff shall be identified by listing each person in the continuing
airworthiness management exposition together with their airworthiness review authorisation
reference.
(e) The organisation shall maintain a record of all airworthiness review staff, which shall include
details of any appropriate qualification held together with a summary of relevant continuing
airworthiness management experience and training and a copy of the authorisation. This record
shall be retained until two years after the airworthiness review staff have left the organisation.
AMC M.A.707 (a) AIRWORTHINESS REVIEW STAFF

1. Airworthiness review staff are only required if the NCAR M.A. Subpart G organisation wants
to be granted NCAR M.A.711 (b) airworthiness review and, if applicable, NCAR M.A.711 (c)
permit to fly privileges.
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2. “experience in continuing airworthiness” means any appropriate combination of experience in

tasks related to aircraft maintenance and/or continuing airworthiness management and/or
surveillance of such tasks.
3. ‘relevant engineering degree’ means an engineering degree from aeronautical, mechanical,
electrical, electronic, avionic or other studies relevant to the maintenance and continuing
airworthiness of aircraft/aircraft components;
4. An appropriate licence in compliance with NCAR Part-66 is any one of the following:
- a category B1 licence in the sub-category of the aircraft reviewed, or
- a category B2 or C licence.
- in the case of piston-engine non-pressurized aeroplanes of 2000 kg MTOM and below, a
category B3 licence.
It is not necessary to satisfy the experience requirements of NCAR Part-66 at the time of the
review.
5. To hold a position with appropriate responsibilities means the airworthiness review staff
should have a position in the organisation independent from the airworthiness management
process or with overall authority on the airworthiness management process of complete
aircraft.
Independence from the airworthiness management process may be achieved, among other ways,
by:
• Being authorised to perform airworthiness reviews only on aircraft for which the person
has not participated in their management. For example, performing airworthiness reviews
on a specific model line, while being involved in the airworthiness management of a
different model line.
• NCAR M.A. Subpart G organisations with NCAR Part-145/ NCAR M.A. Subpart F
approval, may nominate maintenance personnel from their NCAR Part-145/NCAR M.A.
Subpart F organisation as airworthiness review staff, as long as they are not involved in the
airworthiness management of the aircraft. These personnel should not have been involved
in the release to service of that particular aircraft (other than maintenance tasks performed
during the physical survey of the aircraft or performed as a result of findings discovered
during such physical survey) to avoid possible conflict of interests.
• Nominating as airworthiness review staff personnel from the Quality Department of the
continuing airworthiness management organisation.
Overall authority on the airworthiness management process of complete aircraft may be
achieved, among other ways, by:
• Nominating as airworthiness review staff the Accountable Manager or the nominated
Postholder.
• Being authorised to perform airworthiness reviews only on those particular aircraft for
which the person is responsible for the complete continuing airworthiness management
process.
• In the case of one-man organisations, this person has always overall authority. This means
that this person can be nominated as airworthiness review staff.
AMC M.A.707 (a)(1) AIRWORTHINESS REVIEW STAFF

For all aircraft used in commercial air transport and any other aircraft, other than balloons, above
2730 kg MTOM, formal aeronautical maintenance training means training (internal or external)
supported by evidence on the following subjects:
• Relevant parts of initial and continuing airworthiness regulations.
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• Relevant parts of operational requirements and procedures, if applicable.

• The organisation’s continuing airworthiness management exposition.
• Knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training
course. These courses should be at least at a level equivalent to NCAR Part-66 Appendix III
Level 1 General Familiarisation and could be imparted by a NCAR Part-147 organisation, by
the manufacturer, or by any other organisation accepted by CAA Nepal.
“Relevant sample” means that these courses should cover typical systems embodied in those
aircraft being within the scope of approval
• Maintenance methods.
AMC M.A.707 (a)(2) AIRWORTHINESS REVIEW STAFF

For all balloons and any other aircraft of 2730 Kg MTOM and below, not used in commercial air
transport:
1. “experience in continuing airworthiness” can be full time or part-time, either as professional or on
a voluntary basis.
2. Appropriate aeronautical maintenance training means demonstrated knowledge of the following
subjects:
• Relevant parts of initial and continuing airworthiness regulations.
• The organisation’s continuing airworthiness management exposition.
• Knowledge of a relevant sample of the type(s) of aircraft gained through training and/or
work experience. Such knowledge should be at least at a level equivalent to NCAR Part-
66 Appendix III Level 1 General Familiarisation and could be imparted by a NCAR Part-
Nepal.
those aircraft being within the scope of approval
• Maintenance methods.
This knowledge may be demonstrated by documented evidence or by an assessment performed by
CAA Nepal or by other airworthiness review staff already authorised within the organisation in
accordance with approved procedures. This assessment should be recorded.
AMC M.A.707 (b) AIRWORTHINESS REVIEW STAFF

The formal acceptance by CAA Nepal of the airworthiness review staff is granted through the
corresponding CAAN Form 4.
If the airworthiness review is performed under the supervision of existing airworthiness review staff,
evidence should be provided to the CAA Nepal together with CAAN Form 4. If satisfied, CAA Nepal
will issue the formal acceptance through CAAN Form 4.
Once the airworthiness review staff has been accepted by CAA Nepal, the inclusion of their name in
the exposition (refer to NCAR M.A.704(a)(5) constitutes the formal authorisation by the organisation.
AMC M.A.707 (c) AIRWORTHINESS REVIEW STAFF

In order to keep the validity of the airworthiness review staff authorisation, the airworthiness review
staff should have either:
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• been involved in continuing airworthiness management activities for at least six months in
every two year period, or
• conducted at least one airworthiness review in the last twelve month period.
In order to restore the validity of the authorisation, the airworthiness review staff should conduct at a
satisfactory level an airworthiness review under the supervision of CAA Nepal or, if accepted by
CAA Nepal, under the supervision of another currently valid authorised airworthiness review staff of
the concerned continuing airworthiness management organisation in accordance with an approved
procedure.
AMC M.A.707(e) AIRWORTHINESS REVIEW STAFF

The minimum content of the airworthiness review staff record should be:
- Name,
- Date of Birth,
- Basic Education,
- Experience,
- Aeronautical Degree and/or NCAR Part-66 qualification and/or nationally-recognised
maintenance personnel qualification,
- Initial Training received,
- Type of Training received,
- Continuation Training received,
- Experience in continuing airworthiness and within the organisation,
- Responsibilities of current role in the organisation,
- Copy of the authorisation
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NCAR M.A.708 CONTINUING AIRWORTHINESS MANAGEMENT

(a) All continuing airworthiness management shall be carried out according to the prescriptions of
NCAR M.A Subpart C.
(b) For every aircraft managed, the approved continuing airworthiness management organisation
shall:
1. develop and control a maintenance programme for the aircraft managed including any
applicable reliability programme,
2. present the aircraft maintenance programme and its amendments to CAA Nepal for
approval, unless covered by an indirect approval procedure in accordance with NCAR
M.A.302(c), and provide a copy of the programme to the owner of aircraft not involved
in commercial air transport,
3. manage the approval of modification and repairs,
4. ensure that all maintenance is carried out in accordance with the approved maintenance
programme and released in accordance with NCAR M.A. Subpart H,
5. ensure that all applicable airworthiness directives and operational directives with a
continuing airworthiness impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or reported are corrected
by an appropriately approved maintenance organisation,
7. ensure that the aircraft is taken to an appropriately approved maintenance organisation
whenever necessary,
8. coordinate scheduled maintenance, the application of airworthiness directives, the
replacement of service life limited parts, and component inspection to ensure the work is
carried out properly,
9. manage and archive all continuing airworthiness records and/or operator's technical log.
10. ensure that the mass and balance statement reflects the current status of the aircraft.
(c) In the case of complex motor-powered aircraft or aircraft used for commercial air transport,
when the continuing airworthiness management organization is not appropriately approved to
NCAR Part-145 or NCAR Part M.A. Subpart F, the organization shall in consultation with the
operator, establish a written maintenance contract with a NCAR Part-145 or NCAR Part M.A.
Subpart F approved organisation or another operator, detailing the functions specified under
NCAR M.A.301-2, NCAR M.A.301-3, NCAR M.A.301-5 and NCAR M.A.301-6, ensuring
that all maintenance is ultimately carried out by a NCAR Part-145 or NCAR Part M.A. Subpart
F approved maintenance organisation and defining the support of the quality functions of
NCAR M.A.712(b).
(d) Notwithstanding (c), the contract may be in the form of individual work orders addressed to the
NCAR Part-145 or NCAR Part M.A. Subpart F maintenance organization in the case of:
1. an aircraft requiring unscheduled line maintenance,
2. component maintenance, including engine maintenance,
AMC M.A.708 (b) 3 CONTINUING AIRWORTHINESS MANAGEMENT

When managing the approval of modifications or repairs the organisation should ensure that Critical
Design Configuration Control Limitations are taken into account.
AMC M.A.708 (c) CONTINUING AIRWORTHINESS MANAGEMENT (SEE

APPENDICES TO NCAR PART-M - APPENDIX IX TO AMC M.A.708(c)
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1. Where an operator is not approved under NCAR Part-145 or an operator’s maintenance

organisation is an independent organisation, a contract should be agreed between the
operator and a maintenance organisation approved under NCAR Part-145, which specifies,
in detail, the work to be performed by the maintenance organisation. Appendix XI to this
AMC gives further details on the subject.
2. Both the specification of work and the assignment of responsibilities should be clear,
unambiguous and sufficiently detailed to ensure that no misunderstanding should arise
between the parties concerned (operator, maintenance organisation and CAA Nepal) that
could result in a situation where work that has a bearing on the airworthiness or
serviceability of aircraft is not or will not be properly performed.
3. Special attention should be paid to procedures and responsibilities to ensure that all
maintenance work is performed, service bulletins are analysed and decisions taken on
accomplishment, airworthiness directives are completed on time and that all work, including
non-mandatory modifications is carried out to approved data and to the latest standards.
4. For line maintenance, the actual layout of the contract the IATA Standard Ground Handling
Agreement may be used as a basis, but this does not preclude CAA Nepal from ensuring
that the content of the contract is acceptable to them, and especially that the contract allows
the operator to properly exercise its maintenance responsibility. Those parts of a contract
that have no bearing on the technical or operational aspects of airworthiness are outside the
scope of this paragraph.
5. It is possible to contract another operator that is not directly approved under NCAR Part-
145. In this case the operator’s continuing airworthiness management exposition should
include appropriate procedures to ensure that all this contracted maintenance is ultimately
performed on time by organisations approved under NCAR Part-145 in accordance with the
contracting operator’s data. In particular the quality system procedures should place great
emphasis on monitoring compliance with the above. The list of NCAR Part-145 approved
contractors, or a reference to this list, should be included in the operator’s continuing
airworthiness management exposition.
6. Such a maintenance arrangement does not absolve the operator from its overall continuing
airworthiness responsibility. Specifically, in order to accept the maintenance arrangement,
CAANepalshould be satisfied that such an arrangement allows the operator to ensure full
compliance with responsibilities pursuant to NCAR M.A.201.
7. The purpose of NCAR M.A.708(c) is to ensure that all maintenance is carried out by
properly approved NCAR Part-145 organisations. This does not preclude a primary
maintenance arrangement with an operator that is not such an organisation, when it proves
that such an arrangement is in the interest of the operator by simplifying the management of
its maintenance, and the operator keeps an appropriate control of it. Such an arrangement
should not preclude the operator from ensuring that all maintenance is performed by a
NCAR Part-145 approved organisation and complying with the NCAR M.A.201 continuing
airworthiness responsibility requirements. Typical examples of such arrangements follow:
— Component maintenance:
The operator may find it more appropriate to have a primary contractor, that would despatch
the components to appropriately approved organisations, rather than sending himself
different types of components to various maintenance organisations approved under NCAR
Part-145. The benefit for the operator is that the management of maintenance is simplified
by having a single contact point for component maintenance. The operator remains
responsible for ensuring that all maintenance is performed by maintenance organisations
approved under NCAR Part-145 and in accordance with the approved standard.
— Aircraft, engine and component maintenance:
The operator may wish to have a maintenance contract with another operator of the same
type of aircraft not approved under NCAR Part-145. A typical case is that of a dry-leased
aeroplane between operators where the parties, for consistency or continuity reasons
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(especially for short term lease agreements), find it appropriate to keep the aeroplane under
the current maintenance arrangement. Where this arrangement involves various NCAR Part-
145 approved contractors, it might be more manageable for the lessee operator to have a
single contract with the lessor operator. Such an arrangement should not be understood as a
transfer of responsibility to the lessor operator: the lessee operator, being the approved
operator of the aircraft, remains responsible for the continuing airworthiness of the aircraft
in performing the NCAR M.A.708 functions, and employing the NCAR M.A.706 continuing
airworthiness management group of persons and staff.
In essence, this does not alter the intent of NCAR M.A.201 (h) in that it also requires that the
operator has to establish a written maintenance contract acceptable to CAA Nepal and,
whatever type of acceptable arrangement is made, the operator is required to exercise the
same level of control on contracted maintenance, particularly through the NCAR M.A.706
(c) continuing airworthiness management group of persons and quality system as referred to
in NCAR M.A.712.
AMC M.A.708 (c) (1) CONTINUING AIRWORTHINESS MANAGEMENT –

UNSCHEDULED MAINTENANCE
The intent of this paragraph is that maintenance contracts are not necessary when the operator’s
continuing airworthiness system, as approved by CAA Nepal , specifies that the relevant maintenance
activity may be ordered through one time work orders. This includes for obvious reasons unscheduled
line maintenance and may also include aeroplane component maintenance up to engines, so long as
CAA Nepalconsiders that the maintenance is manageable through work orders, both in term of
volume and complexity. It should be noted that this paragraph implies that even where base
maintenance is ordered on a case-by-case basis, there should be a written maintenance contract.
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NCAR M.A.709 DOCUMENTATION

(a) The approved continuing airworthiness management organisation shall hold and use applicable
current maintenance data in accordance with NCAR M.A.401 for the performance of continuing
airworthiness tasks referred to in NCAR M.A.708. This data may be provided by the owner or
the operator, subject to an appropriate contract being established with such an owner or operator.
In such case, the continuing airworthiness management organisation only needs to keep such
data for the duration of the contract, except when required by NCAR M.A.714.
(b) For aircraft not involved in commercial air transport, the approved continuing airworthiness
management organisation may develop "baseline" and/or "generic" maintenance programmes in
order to allow for the initial approval and/or the extension of the scope of an approval without
having the contracts referred to in Appendix I of NCAR Part-M. These "baseline" and/or
"generic" maintenance programmes however do not preclude the need to establish an adequate
Aircraft Maintenance Programme in compliance with NCAR M.A.302 in due time before
exercising the privileges referred to in NCAR M.A.711.
AMC M.A.709 DOCUMENTATION

When using maintenance data provided by the customer, the continuing airworthiness management
organisation is responsible for ensuring that this data is current. As a consequence, it should establish
appropriate procedures or provisions in the contract with the customer.
The sentence “…, except when required by NCAR M.A.714”, means, in particular, the need to keep a
copy of the customer data which was used to perform continuing airworthiness activities during the
contract period.
“Baseline” maintenance programme: it is a maintenance programme developed for a particular
aircraft type following, where applicable, the maintenance review board (MRB) report, the type
certificate holder’s maintenance planning document (MPD), the relevant chapters of the maintenance
manual or any other maintenance data containing information on scheduling.
“Generic” maintenance programme: it is a maintenance programme developed to cover a group of
similar types of aircraft. These programmes should be based on the same type of instructions as the
baseline maintenance programme. Examples of “generic” maintenance programmes could be Cessna
100 Series (covering Cessna 150, 172, 177, etc.).
“Baseline” and “generic” maintenance programmes are not applicable to a particular aircraft
registration mark, but to an aircraft type or group of types, and should be available to CAA Nepal
prior to the initial approval and prior to the extension of the scope of an existing organisation
approval. The intent is that CAA Nepal is aware of the scope and complexity of tasks that will be
managed before granting an organisation approval or change of approval.
After this initial approval, when an owner/operator is contracted, the baseline or generic maintenance
programme, as applicable, may be used to establish the NCAR M.A.302 aircraft maintenance
programme, incorporating the additional maintenance tasks and indicating those which are not
applicable to a particular aircraft registration mark. This may be achieved by adding an Annex to the
baseline/generic maintenance programme for each aircraft registration, specifying which tasks are
added and which are not applicable. This will result in an aircraft maintenance programme specific for
each customer.
However, this does not mean that this adaptation must be performed for each contracted aircraft
registration. The reason is that the customer may already have an approved aircraft maintenance
programme, which in that case should be used by the continuing airworthiness management
organisation to manage the continuing airworthiness of such aircraft.
Continuing airworthiness management organisations may seek authorisation for indirect approval in
order to amend the aircraft maintenance programme mentioned above in accordance with NCAR
M.A.302(c). The indirect approval procedure should include provisions to notify to CAA Nepal that
an aircraft maintenance programme specific for a customer has been created. The reason is that,
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according to NCAR M.A.704(a)9, for aircraft not involved in commercial air transport the Continuing
Airworthiness Management Exposition (CAME) only needs to include the reference to the
baseline/generic maintenance programme.
GM M.A.709 DOCUMENTATION
NCAR M.A.709(a) refers to continuing airworthiness tasks referred to in NCAR M.A.708. As a

consequence, this covers continuing airworthiness management tasks but not airworthiness reviews.
Airworthiness review requirements are established in NCAR M.A.710 and the requirements for the
corresponding record retention are contained in NCAR M.A.714
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NCAR M.A.710 AIRWORTHINESS REVIEW

(a) To satisfy the requirement for the airworthiness review of an aircraft referred to in NCAR
M.A.901, a full documented review of the aircraft records shall be carried out by the approved
continuing airworthiness management organisation in order to be satisfied that:
1. airframe, engine and propeller flying hours and associated flight cycles have been
properly recorded, and;
2. the flight manual is applicable to the aircraft configuration and reflects the latest revision
status, and;
3. all the maintenance due on the aircraft according to the approved maintenance
programme has been carried out, and;
4. all known defects have been corrected or, when applicable, carried forward in a
controlled manner, and;
5. all applicable airworthiness directives have been applied and properly registered, and;
6. all modifications and repairs applied to the aircraft have been registered and are approved
according to EASAPart-21and;
7. all service life limited components installed on the aircraft are properly identified,
registered and have not exceeded their approved service life limit, and;
8. all maintenance has been released in accordance with NCAR Part-M, and;
9. the current mass and balance statement reflects the configuration of the aircraft and is
valid, and;
10. the aircraft complies with the latest revision of its type design approved by CAA Nepal;
11. if required, the aircraft holds a noise certificate corresponding to the current
configuration of the aircraft in compliance with NCAR Chapter B.1 Para 7.
(b) The airworthiness review staff of the approved continuing airworthiness management
organisation shall carry out a physical survey of the aircraft. For this survey, airworthiness
review staff not appropriately qualified to NCAR Part-66 shall be assisted by such qualified
personnel.
(c) Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:
1. all required markings and placards are properly installed, and;
2. the aircraft complies with its approved flight manual, and;
3. the aircraft configuration complies with the approved documentation, and;
4. no evident defect can be found that has not been addressed according to NCAR
M.A.403, and;
5. no inconsistencies can be found between the aircraft and the paragraph (a) documented
review of records.
(d) NotwithstandingNCARM.A.901(a), the airworthiness review can be anticipated by a maximum
period of 90 days without loss of continuity of the airworthiness review pattern, to allow the
physical review to take place during a maintenance check.
(e) The airworthiness review certificate or the recommendation for the issue of the airworthiness
review certificatereferred to in Appendix III of NCAR Part-M can only be issued:
1. by airworthiness review staff appropriately authorised in accordance with NCAR
M.A.707 on behalf of the approved continuing airworthiness management organisation
or by certifying staff in cases provided for in NCAR M.A.901(g), and
2. when satisfied that the airworthiness review has been completely carried out and that
there is no non-compliance which is known to endanger flight safety.
(f) A copy of any airworthiness review certificate issued or extended for an aircraft shall be sent to
CAA Nepal within 10 days.
(g) Airworthiness review tasks shall not be sub-contracted.
(h) Should the outcome of the airworthiness review be inconclusive, CAA Nepal shall be informed
by the organization as soon as practicable but in any case within 72 hours from the moment the
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organization identifies the condition to which the review relates. The airworthiness review
certificate shall not be issued until all findings have been closed.
GM M.A.710 AIRWORTHINESS REVIEW

Responsibilities of airworthiness review staff:
The following is a summary of the requirements contained in NCAR M.A.710 as well as the
associated AMC’s and Appendices, in relation to the responsibilities of the airworthiness review staff:
- Airworthiness review staff are responsible for performing both, the documental andphysical
survey.
- Procedures must be established by the CAMO in order to perform the airworthiness review,
including the depth of samplings (refer to Appendix V to AMC M.A.704, paragraphs 4.2 and
4.3)
- Procedures must make very clear that the final word about the depth of the inspections (both
documental and physical) belongs to the airworthiness review staff, who can go beyond the
depth contained in the CAME if they find it necessary. At the end, it is the responsibility of
the airworthiness review staff to be satisfied that the aircraft complies with NCAR Part-M and
is airworthy, and the organization must ensure that nopressure or restrictions are imposed on
the airworthiness review staff when performing duty.
- A compliance report must be produced by the airworthiness review staff detailing all items
checked and the outcome of the review.
- Airworthiness review staff is responsible for the items checked during the airworthiness
review. However, they do not take over the responsibilities of the CAMO, NCAR Part-145,
DOA,POA or any other organizations, not being responsible for problems not detected during
the airworthiness review or for the possibility that the approved or detected maintenance
programme may not include certain recommendations from the Design Approval Holder.
Obviously, if the airworthiness review staff are not independent of the airworthiness
management process and were nominated on the basis of the option of having overall
authority on such a process, they will be responsible for the full continuing airworthiness of
such aircraft. Nevertheless, this responsibility will be a consequence of their position related
to NCAR M.A.706 and not of their position as airworthiness review staff (NCAR M.A.707).
- The issuance of the airworthiness review certificate (ARC) by the airworthiness review staff
only certifies that the aircraft is considered airworthy in relation to the scope of the
airworthiness review performed and the fact that the airworthiness review staff are not aware
of instances of non-compliance which endanger flight safety. Furthermore, it only certifies
that the aircraft is considered airworthy at the time of the review.
It is responsibility of the owner or contracted CAMO to ensure that the aircraft is fully airworthy
at any time.
AMC M.A.710 (a) AIRWORTHINESS REVIEW

1. A full documented review is a check of at least the following categories of documents:
- registration papers
- NCAR M.A.305 aircraft continuing airworthiness record system
- NCAR M.A.306 operator’s technical log system
- list of deferred defects, minimum equipment list and configuration deviation list if applicable.
- aircraft flight manual including aircraft configuration
- aircraft maintenance programme
- maintenance data
- relevant work packages
- AD status
- modification and SB status
- modification and repair approval sheets
- list of service life-limited component
- relevant CAAN Form 1 or equivalent
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- mass and balance report and equipment list

- aircraft, engine and propeller TC Data Sheets
As a minimum, sample checks within each document category should be carried out.
2. The NCAR M.A. Subpart G organisation should develop procedures for the airworthiness review
staff to produce a compliance report that confirms the above have been reviewed and found in
compliance with NCAR Part-M.
AMC M.A.710 (b) AND (c) AIRWORTHINESS REVIEW

1. The physical survey could require actions categorised as maintenance (e.g. operational tests, tests
of emergency equipment, visual inspections requiring panel opening etc.). In this case, after the
airworthiness review a release to service should be issued in accordance with NCAR Part-M.
When the airworthiness review staff are not appropriately qualified to NCAR Part-66 in order to
release such maintenance, NCAR M.A.710(b) requires them to be assisted by such qualified
personnel. However, the function of such NCAR Part-66 personnel is limited to perform and
release the maintenance actions requested by the airworthiness review staff, it not being their
function to perform the physical survey of the aircraft. As stated in NCAR M.A.710(b), the
airworthiness review staff shall carry out the physical survey of the aircraft, and this survey
includes the verification that no inconsistencies can be found between the aircraft and the
documented review of records.
This means that the airworthiness review staff who is going to sign the airworthiness review
certificate or the recommendation should be the one performing both the documented review and
the physical survey of the aircraft. It is not the intent of the rule to delegate the survey to NCAR
Part-66 personnel who are not airworthiness review staff.
2. The physical survey may include verifications to be carried out during flight.
3. The NCAR M.A. Subpart G organisation should develop procedures for the airworthiness review
staff to produce a compliance report that confirms the physical survey has been carried out and
found satisfactory.
4. To ensure compliance the physical survey may include relevant sample checks of items.
AMC M.A.710(d) AIRWORTHINESS REVIEW

“Without loss of continuity of the airworthiness review pattern” means that the new expiration date is
set up one year after the previous expiration date. As a consequence, when the airworthiness review is
anticipated, the validity or the airworthiness review certificate is longer than one year (up to 90 days
longer).
This anticipation of up to 90 days also applies to the 12 month requirements shown in NCAR
M.A.901(b), which means that the aircraft is still considered as being in a controlled environment if it
has been continuously managed by a single organisation and maintained by appropriately approved
organisations, as stated in NCAR M.A.901(b), from the date when the last airworthiness review
certificate was issued until the date when the new airworthiness review is performed (this can be up to
90 days less than 12 months).
AMC M.A.710 (e) AIRWORTHINESS REVIEW

A copy of both physical survey and document review compliance reports stated above should be sent
to CAA Nepal together with any recommendation issued.
GM M.A.710 (h) AIRWORTHINESS REVIEW
The objective of informing CAA Nepal when the airworthiness review shows disceepancies linked to
deficiencies in the content of the maintenance programme is to allow the CAA Nepal to take it into
account when planning the ACAM inspections and to make sure that the CAA Nepal agrees on the
amendments required in the maintenance programme as required by NCAR M.A.302(h)5.
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NCAR M.A.711 PRIVILEGES OF THE ORGANISATION

(a) A continuing airworthiness management organisation approved in accordance with Section A,
Subpart G of NCAR Part-M may:
1. manage the continuing airworthiness of aircraft, except those involved in commercial air
transport, as listed on the approval certificate.
2. manage the continuing airworthiness of commercial air transport aircraft when listed
both on its approval certificate and on its Air Operator Certificate (AOC);
3. arrange to carry out limited continuing airworthiness tasks with any sub-contracted
organisation, working under its quality system, as listed on the approval certificate;
4. extend, under the conditions of NCAR M.A.901(f), an airworthiness review certificate
that has been issued by CAA Nepal or by another continuing airworthiness management
organisation approved in accordance with Section A, Subpart G of NCAR Part-M.
(b) An approved continuing airworthiness management organisation may, additionally, be
approved to carry out airworthiness reviews referred to in NCAR M.A.710 and:
1. issue the related airworthiness review certificate and extend it in due time under the
conditions of NCAR M.A.901(c)2 or NCAR M.A.901(e)2; and,
2. issue a recommendation for the airworthiness review to CAA Nepal.
(c) A continuing airworthiness management organisation whose approval includes the privileges
referred to in NCAR M.A.711(b) may additionally be approved to issue a permit to fly in
accordance withEASA Part-21 for the particular aircraft for which the organisation is approved
to issue the airworthiness review certificate, when the continuing airworthiness management
organisation is attesting conformity with approved flight conditions, subject to an adequate
approved procedure in the exposition referred to in NCAR M.A.704.
AMC M.A.711 (b) PRIVILEGES OF THE ORGANISATION

An organisation may be approved for the privileges of NCAR M.A.711(a) only, without the privilege
to carry out airworthiness reviews. This can be contracted to another appropriately approved
organisation. In such a case, it is not mandatory that the contracted organisation is linked to an AOC
holder, being possible to contract an appropriately approved independent continuing airworthiness
management organisation which is approved for the same aircraft type.
In order to be approved for the privileges of NCAR M.A.711(b) for a particular aircraft type, it is
necessary to be approved for the privileges of NCAR M.A.711(a) for that aircraft type. As a
consequence, the normal situation in this case is that the organisation will beperforming continuing
airworthiness management tasks and performing airworthiness reviews on every aircraft type
contained in the approval certificate.
Nevertheless, this does not necessarily mean that the organisation needs to be currently managing an
aircraft type in order to be able to perform airworthiness reviews on that aircraft type. The
organisation may be performing only airworthiness reviews on an aircraft type without having any
customer under contract for that type.
Furthermore, this situation should not necessarily lead to the removal of the aircraft type from the
organisation approval. As a matter of fact, since in most cases the airworthiness review staff are not
involved in continuing airworthiness management activities, it cannot be argued that these
airworthiness review staff are going to lose their skills just because the organisation is not managing a
particular aircraft type. The important issue in relation to maintaining a particular aircraft type in the
organisation approval is whether the organisation continuously fulfils all the Subpart G requirements
(facilities, documentation, qualified personnel, quality system, etc.) required for initial approval.
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AMC M.A.711 (c)

The sentence ‘for the particular aircraft for which the organisation is approved to issue the
airworthiness review certificate’ contained in NCAR M.A.711(c) means that:
• For aircraft used in commercial air transport, and aircraft above 2730 kg MTOM, except
balloons, the permit to fly can only be issued for aircraft which are in a controlled
environment and are managed by that NCAR M.A. Subpart G organisation.
• For aircraft not involved in commercial air transport of 2730 kg MTOM and below, and for
all balloons, the permit to fly can be issued for any aircraft.
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NCAR M.A.712 QUALITY SYSTEM

(a) To ensure that the approved continuing airworthiness management organisation meets
continuously the requirements of this Subpart, it shall establish a quality system and designate a
quality manager to monitor compliance with, and the adequacy of, procedures required to
ensure airworthy aircraft. Compliance monitoring shall include a feedback system to the
accountable manager to ensure corrective action as necessary.
(b) The quality system shall monitor NCAR M.A. Subpart G activities. It shall at least include the
following functions:
1. monitoring that all NCAR M.A. Subpart G activities are being performed in accordance
with the approved procedures, and;
2. monitoring that all contracted maintenance is carried out in accordance with the contract,
and;
3. monitoring the continued compliance with the requirements of NCAR Part-M.
(c) The records of these activities shall be stored for at least two years.
(d) Where the approved continuing airworthiness management organisation is approved in
accordance with another NCAR Parts (NCAR Part-145, NCAR Part-147), the quality system
may be combined with that required by the other NCAR Parts.
(e) In case of commercial air transport the NCAR M.A. Subpart G quality system shall be an
integrated part of the operator's quality system.
(f) In the case of a small organisation not managing the continuing airworthiness of aircraft used in
commercial air transport, the quality system may be replaced by regular organisational reviews
subject to the approval of CAA Nepal, except when the organisation issues airworthiness
review certificates for aircraft above 2730 kg MTOM other than balloons. In the case where
there is no quality system, the organisation shall not contract continuing airworthiness
management tasks to other parties.
AMC M.A.712 (a) QUALITY SYSTEM

1. Procedures should be held current such that they reflect best practice within the organisation.
It is the responsibility of all employees to report any difficulties with the procedures via their
organisation’s internal occurrence reporting mechanisms.
2. All procedures, and changes to the procedures, should be verified and validated before use
where practicable.
3. The feedback part of the system should address who is required to rectify any non -compliance
in each particular case and the procedure to be followed if rectification is not completed
within appropriate timescales. The procedure should lead to the accountable manager
specified in NCAR M.A.706.
4. The independent quality audit reports referenced in AMC M.A.712 (b) should be sent to the
relevant department for rectification action giving target rectification dates. Rectification
dates should be discussed with such department before the quality department or nominated
quality auditor confirms such dates in the report. The relevant department is required to
rectify findings and inform the quality manager or the quality auditor of such rectification.
5. The accountable manager should hold regular meetings with staff to check progress on
rectification except that in the large organisations such meetings may be delegated on a day to
day basis to the quality manager subject to the accountable manager meeting at least twice per
year with the senior staff involved to review the overall performance and receiving at least a
half yearly summary report on findings of non-compliance.
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AMC M.A.712 (b) QUALITY SYSTEM

1. The primary objectives of the quality system are to enable the NCAR M.A. Subpart G
organisation to ensure continuing airworthiness of aircraft and to remain in compliance with
the NCAR Part-M requirements.
2. An essential element of the quality system is the independent audit.
3. The independent audit is an objective process of routine sample checks of all aspects of the
NCAR M.A. Subpart G organisation’s ability to carry out continuing airworthiness
management to the required standards. It includes some product sampling as this is the end
result of the process.
4. The independent audit represents an objective overview of the complete continuing
airworthiness management related activities. It is intended to complement the NCAR
M.A.902 requirement for an airworthiness review to be satisfied that all aircraft managed by
the organisation remain airworthy.
5. “The independent audit should ensure that all aspects of NCAR M.A. Subpart G compliance are
checked annually, including all the sub-contracted activities, and may be carried out as a complete
single exercise or subdivided over the annual period in accordance with a scheduled plan. The
independent audit does not require each procedure to be checked against each product line when it
can be shown that the particular procedure is common to more than one product line and the
procedure has been checked every year without resultant findings. Where findings have been
identified, the particular procedure should be rechecked against other product lines until the
findings have been rectified after which the independent audit procedure may revert back to the
annual interval for the particular procedure. Provided that there are no safety related findings,
the audit time periods specified in this AMC may be increased by up to 100% subject to
agreement by CAA Nepal.
6. Where the organisation has more than one location approved the quality system should
describe how these are integrated into the system and include a plan to audit each location
every year.
7. A report should be raised each time an audit is carried out describing what was chec ked and
the resulting findings against applicable requirements, procedures and products.
8 The independence of the audit should be established by always ensuring that audits are
carried out by personnel not responsible for the function, procedure or products being
checked.
9. An organisation should establish a quality plan acceptable to CAA Nepal of approval to show
when and how often the activities as required by NCAR M.A. Subpart G will be audited.
AMC M.A.712 (f) QUALITY SYSTEM

A small organisation is considered to be an organisation with up to 5 full -time staff (including all
NCAR M.A.706 personnel) or equivalent proportional number when using part-time staff. The
complexity of the organisation, combination of aircraft and aircraft types, the utilisation of the
aircraft and the number of approved locations of the organisations should also be considered
before replacing the quality system by an organisational review.
Appendix XIII should be used to manage the organisational reviews.
The following activities should not be considered as subcontracting and, as a consequence, they may
be performed without a Quality System, although they need to be described in the continuing
airworthiness management exposition and be approved by CAA Nepal:
• Subscription to a technical publisher that provides maintenance data (Aircraft Maintenance
Manuals, Illustrated Parts Catalogues, Service Bulletins, etc.), which may be applicable to a
wide range of aircraft. These data may include maintenance schedules recommended by
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different manufacturers that can be afterwards used by the continuing airworthiness

management organisation in order to produce customised maintenance programmes.
• Contracting the use of a software tool for the management of continuing airworthiness data
and records, under the following conditions (in addition to NCAR M.A.714(d) and (e)):
o If the tool is used by several organisations, each organisation should have access to its
own data only.
o Introduction of data can only be performed by personnel of the continuing airworthiness
management organisation.
o The data can be retrieved at any time.
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NCAR M.A.713 CHANGES TO THE APPROVED CONTINUING

AIRWORTHINESS ORGANISATION
In order to enable CAA Nepal to determine continued compliance with NCAR Part-M, the
approved continuing airworthiness management organisation shall notify it of any proposal to carry
out any of the following changes, before such changes take place:
1. the name of the organisation.
2. the location of the organisation.
3. additional locations of the organisation.
4. the accountable manager.
5. any of the persons specified in NCAR M.A.706(c).
6. the facilities, procedures, work scope and staff that could affect the approval.
In the case of proposed changes in personnel not known to the management beforehand, these
changes shall be notified at the earliest opportunity.
AMC M.A.713 CHANGES TO THE APPROVED CONTINUING

AIRWORTHINESS ORGANISATION
1. This paragraph covers scheduled changes to the continuing airworthiness organisation’s
approval. Whilst the requirements relating to air operator certificates, including their issue,
variation and continued validity, are prescribed in the appropriate regulation, operators
should be aware this paragraph is included in NCAR Part-M and may affect continued
acceptance of the continuing airworthiness management.
2. The primary purpose of this paragraph is to enable the continuing airworthiness
organisation to remain approved if agreed by CAA Nepal during negotiations about any of
the specified changes. Without this paragraph the approval would automatically be
suspended in all cases.
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NCAR M.A.714 RECORD-KEEPING

(a) The continuing airworthiness management organisation shall record all details of work carried
out. The records required by NCAR M.A.305 and if applicable NCAR M.A.306 shall be
retained.
(b) If the continuing airworthiness management organisation has the privilege referred to in
NCAR M.A.711(b), it shall retain a copy of each airworthiness review certificate and
recommendation issued or, as applicable, extended, together with all supporting documents. In
addition, the organisation shall retain a copy of any airworthiness review certificate that it has
extended under the privilege referred to in NCAR M.A.711(a)4.
(c) If the continuing airworthiness management organisation has the privilege referred to in NCAR
M.A.711(c), it shall retain a copy of each permit to fly issued in accordance with the provisions
ofEASA Part-21.
(d) The continuing airworthiness management organisation shall retain a copy of all records
referred to in paragraphs (b) and (c) until two years after the aircraft has been permanently
withdrawn from service.
(e) The records shall be stored in a manner that ensures protection from damage, alteration and
theft.
(f) All computer hardware used to ensure backup shall be stored in a different location from that
containing the working data in an environment that ensures they remain in good condition.
(g) Where continuing airworthiness management of an aircraft is transferred to another
organisation or person, all retained records shall be transferred to the said organisation or
person. The time periods prescribed for the retention of records shall continue to apply to the
said organisation or person.
(h) Where a continuing airworthiness management organisation terminates its operation, all
retained records shall be transferred to the owner of the aircraft.
AMC M.A.714 RECORD-KEEPING

1. The NCAR M.A. Subpart G organisation should ensure that it always receives a complete
CRS from the approved maintenance organisation NCAR M.A.801(b)(2) certifying staff
and/or from the Pilot-owner such that the required records can be retained. The system to
keep the continuing airworthiness records should be described in the organisation continuing
2. When an organisation arranges for the relevant maintenance organisation to retain copies of
the continuing airworthiness records on its behalf, it will nevertheless continue to be
responsible for the records under NCAR M.A.714 relating to the preservation of records. If it
ceases to be the organisation of the aircraft, it also remainsresponsible for transferring the
records to any other person or organisation managing continuing airworthiness of the aircraft.
3. Keeping continuing airworthiness records in a form acceptable to CAA Nepal 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. The record should remain legible
throughout the required retention period.
4. Paper systems should use robust material which can withstand normal handling and filing.
5. Computer systems should have at least one backup system which should be updated within 24
hours of any new entry. Each terminal is required to contain programme safeguards against
the ability of unauthorised personnel to alter the database.
6. Microfilming or optical storage of continuing airworthiness records may be carried out at any
time. The records should be as legible as the original record and remain so for the required
retention period.
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NCAR M.A.715 VALIDITY OF APPROVAL

(a) An approval shall be issued for a maximum period of two years unless otherwise specified. It
shall remain valid subject to:
1. the organisation remaining in compliance with NCAR Part-M, in accordance with the
provisions related to the handling of findings as specified under NCAR M.B.705 and;
2. CAA Nepal being granted access to the organisation to determine continued compliance
with NCAR Part-M, and;
3. the approval not being surrendered or revoked.
(b) Upon surrender or revocation, the approval certificate shall be returned to CAA Nepal.
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(c) After receipt of notification of findings according to NCAR M.B.705, the holder of the
continuing airworthiness management organisation approval shall define a corrective action
plan and demonstrate corrective action to the satisfaction of CAA Nepal within a period agreed
by CAA Nepal.
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SUBPART H CERTIFICATE OF RELEASE TO SERVICE - CRS
NCAR M.A.801 AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

(a) Except for aircraft released to service by a maintenance organisation approved in accordance
with NCAR Part-145, the certificate of release to service shall be issued according to this
Subpart;
(b) No aircraft can be released to service unless a certificate of release to service is issued at the
completion of any maintenance, when satisfied that all maintenance required has been properly
carried out, by:
1. appropriate certifying staff on behalf of the maintenance organisation approved in
accordance with Section A, Subpart F of NCAR Part-M; or
2. certifying staff in compliance with the requirements laid down in NCAR Part-66
(independent certifying staff), except for complex maintenance tasks listed in Appendix
VII of NCAR Part-M for which point 1 applies; or
3. by the Pilot-owner in compliance with NCAR M.A.803;
(c) By derogation from NCAR M.A.801(b)2 for LA1 aircraft not used in commercial air transport,
aircraft complex maintenance tasks listed in Appendix VII may be released by certifying staff
referred to in NCAR M.A.801(b)2;
(d) By derogation from NCAR M.A.801(b), in the case of unforeseen situations, when an aircraft
is grounded at a location where no approved maintenance organisation appropriately approved
under NCAR Part-M or NCAR Part-145 and no appropriate certifying staff are available, the
owner may authorise any person, with not less than three years of appropriate maintenance
experience and holding the proper qualifications, to maintain according to the standards set out
in Subpart D of NCAR Part-M and release the aircraft. The owner shall in that case:
1. obtain and keep in the aircraft records details of all the work carried out and of the
qualifications held by that person issuing the certification; and
2. ensure that any such maintenance is rechecked and released by an appropriately
authorised person referred to in NCAR M.A.801(b) or an organisation approved in
accordance with Section A, Subpart F of NCAR Part-M, or with NCAR Part-145 at the
earliest opportunity but within a period not exceeding seven days; and
3. notify the organisation responsible for the continuing airworthiness management of the
aircraft when contracted in accordance with NCAR M.A.201(e), or CAA Nepal in the
absence of such a contract, within seven days of the issuance of such certification
authorisation.
(e) In the case of a release to service in accordance with NCAR M.A.801(b)2 or NCAR
M.A.801(c), the certifying staff may be assisted in the execution of the maintenance tasks by
one or more persons subject to his/her direct and continuous control;
(f) A certificate of release to service shall contain as a minimum:
1. basic details of the maintenance carried out; and
2. the date such maintenance was completed; and
3. the identity of the organisation and/or person issuing the release to service, including:
(i) the approval reference of the maintenance organisation approved in accordance
with Section A, Subpart F of NCAR Part-M and the certifying staff issuing such a
certificate; or
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(ii) in the case of NCAR M.A.801(b)2 or NCAR M.A.801(c) certificate of release to

service, the identity and if applicable licence number of the certifying staff issuing
such a certificate;
4. the limitations to airworthiness or operations, if any.
(g) By derogation from paragraph (b) and notwithstanding the provisions of paragraph (h), when
the maintenance prescribed cannot be completed, a certificate of release to service may be
issued within the approved aircraft limitations. Such fact together with any applicable
limitations of the airworthiness or the operations shall be entered in the aircraft certificate of
release to service before its issue as part of the information required in paragraph (f)4;
(h) A certificate of release to service shall not be issued in the case of any known non-compliance
which endangers flight safety.
AMC M.A.801 (b) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

A certificate of release to service is necessary before flight, at the completion of any defect
rectification, whilst the aircraft operates a flight between scheduled maintenance checks.
AMC M.A.801 (d) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

1. “3 years of appropriate maintenance experience” means 3 years working in an aircraft
maintenance environment on at least some of the aircraft type systems corresponding to the
aircraft endorsed on the aircraft maintenance license or on the certifying staff authorisation that
the person holds.
2. “Holding the proper qualifications” means holding either:
a. a valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring
certification, or;
b. a certifying staff authorisation valid for the work requiring certification, issued by an
ICAO Annex 6 approved maintenance organisation.
3. A release in accordance with this paragraph does not affect the controlled environment of the
aircraft as long as the NCAR M.A.801(d)2 recheck and release has been carried out by an
approved maintenance organisation.
AMC M.A.801 (f) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

1. The aircraft certificate of release to service should contain the following statement:
(a) 'Certifies that the work specified except as otherwise specified was carried out in
accordance with NCAR Part-M and in respect to that work the aircraft is
considered ready for release to service'.
(b) For a Pilot-owner a certificate of release to service should contain the following
statement:
‘Certifies that the limited pilot-owner maintenance specified except as otherwise
specified was carried out in accordance with NCAR Part-M and in respect to that
work the aircraft is considered ready for release to service’.
2. The certificate of release to service should relate to the task specified in the manufacturer's or
operator's instruction or the aircraft maintenance programme which itself may cross-refer
to the latest manufacturer's/operator's instruction in a maintenance manual, service
bulletin etc.
3. The date such maintenance was carried out should include when the maintenance took
place relative to any life or overhaul limitation in terms of date/flying hours/cycles/
landings etc., as appropriate.
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4. When extensive maintenance has been carried out, it is acceptable for the certificate of
release to service to summarise the maintenance so long as there is a unique cross -
reference to the work-pack containing full details of maintenance carried out.
Dimensional information should be retained in the work-pack record.
5. The person issuing the certificate of release to service should use his normal signature
except in the case where a computer release to service system is used. In this latter case
CAA Nepal will need to be satisfied that only the particular person can electronically
issue the release to service. One such method of compliance is the use of a magnetic or
optical personal card in conjunction with a personal identity number (PIN) known only to
the individual, which is keyed into the computer. A certification stamp is optional.
6. At the completion of all maintenance, owners, certifying staff, operators and maintenance
organisations should ensure they have a clear, concise, legible record of the w ork
performed.
7. In the case of an NCAR M.A.801 (b) 2 release to service, certifying staff should retain all
records necessary to prove that all requirements have been met for the issuance of a
certificate of release to service.
AMC M.A.801 (g) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

1. Being unable to establish full compliance with sub-paragraph NCAR M.A.801 (b) means
that the maintenance required by the aircraft owner or NCAR M.A. Subpart G
organisation could not be completed due either to running out of available aircraft
maintenance downtime for the scheduled check or by virtue of the condition of the
aircraft requiring additional maintenance downtime.
2. The aircraft owner or NCAR M.A. Subpart G organisation is responsible for ensuring that
all required maintenance has been carried out before flight. Therefore an aircraft owner or
NCAR M.A. Subpart G organisation should be informed and agree to the deferment of
full compliance with NCAR M.A. 801(b). The certificate of release to service may then
be issued subject to details of the deferment, including the aircraft owner or NCAR M.A.
Subpart G organisation authorisation, being endorsed on the certificate.
3. If a certificate of release to service is issued with incomplete maintenance a record should
be kept stating what action the mechanic, supervisor and certifying staff should take to
bring the matter to the attention of the relevant aircraft owner or NCAR M.A. Subpart G
organisation so that the issue may be discussed and resolved with the aircraft owner or
NCAR M.A. Subpart G organisation.
AMC M.A.801 (h) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE

‘Endangers flight safety’ means any instance where safe operation could not be assured or which could
lead to an unsafe condition. It typically includes, but is not limited to, significant cracking,
deformation, corrosion or failure of primary structure, any evidence of burning, electrical arcing,
significant hydraulic fluid or fuel leakage and any emergency system or total system failure. An
airworthiness directive overdue for compliance is also considered a hazard to flight safety.”
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NCAR M.A.802 COMPONENT CERTIFICATE OF RELEASE TO SERVICE

(a) A certificate of release to service shall be issued at the completion of any maintenance carried
out on an aircraft component in accordance with NCAR M.A.502.
(b) The authorised release certificate identified as CAAN Form 1 constitutes the component
certificate of release to service, except when such maintenance on aircraft components has been
performed in accordance with NCAR M.A.502(b) or NCAR M.A.502(d), in which case the
maintenance is subject to aircraft release procedures in accordance with NCAR M.A.801.
AMC M.A.802 COMPONENT CERTIFICATE OF RELEASE TO SERVICE

When an approved organisation maintains an aircraft component for use by the organisation a CAAN
Form 1 may not be necessary depending upon the organisation’s internal release procedures, however
all the information normally required for the CAAN Form 1 should be adequately detailed in the
certificate of release to service.
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NCAR M.A.803 PILOT-OWNER AUTHORISATION

(a) To qualify as a Pilot-owner, the person must:
1. hold a valid pilot licence issued or validated by CAANepal for the aircraft type or class
rating; and
2. own the aircraft, either as sole or joint owner; that owner must be:
(i) one of the natural persons on the registration form; or
(ii) a member of a non-profit recreational legal entity, where the legal entity is specified on
the registration document as owner or operator, and that member is directly involved in
the decision making process of the legal entity and designated by that legal entity to
carry out Pilot-owner maintenance.
(b) For any privately operated non-complex motor-powered aircraft of 2730 kg MTOM and below,
sailplane, powered sailplane or balloon, the Pilot-owner may issue a certificate of release to
service after limited Pilot-owner maintenance as specified in Appendix VIII.
(c) The scope of the limited Pilot-owner maintenance shall be specified in the aircraft maintenance
programme referred to in NCAR M.A.302.
(d) The certificate of release to service shall be entered in the logbooks and contain basic details of
the maintenance carried out, the maintenance data used, the date on which that maintenance
was completed and the identity, the signature and pilot licence number of the Pilot-owner
issuing such a certificate.
AMC M.A.803 PILOT-OWNER AUTHORISATION
1. Privately operated means the aircraft is not operated pursuant to NCAR M.A.201 (h) and (i).
2. A Pilot-owner may only issue a certificate of release to service for maintenance he/ she has
performed.
3. In the case of a jointly-owned aircraft, the maintenance programme should list:
• The names of all Pilot-owners competent and designated to perform Pilot-owner
maintenance in accordance with the basic principles described in Appendix VIII of NCAR
Part-M. An alternative would be the maintenance programme to contain a procedure to
ensure how such a list of competent Pilot-owners should be managed separately and kept
current.
• The limited maintenance tasks they may perform.
4. Reserved
5. Not holding a valid medical examination certificate does not invalidate the pilot licence (or
equivalent) required under NCAR M.A.803(a)1 for the purpose of the pilot owner
authorization.
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SUBPART I AIRWORTHINESS REVIEW CERTIFICATE
NCAR M.A.901 AIRCRAFT AIRWORTHINESS REVIEW

To ensure the validity of the aircraft airworthiness certificate an airworthiness review of the aircraft
and its continuing airworthiness records shall be carried out periodically.
(a) An airworthiness review certificate is issued in accordance with Appendix III (CAAN Form
15a or 15b) on completion of a satisfactory airworthiness review. The airworthiness review
certificate is valid one year;
(b) An aircraft in a controlled environment is an aircraft
(i) continuously managed during the previous 12 months by a unique continuing
airworthiness management organisation approved in accordance with Section A, Subpart
G, of NCAR Part-M, and
(ii) which has been maintained for the previous 12 months by maintenance organisations
approved in accordance with Section A, Subpart F of NCAR Part -M, or NCAR Part-
145. This includes maintenance tasks referred to in NCAR M.A.803(b) carried out and
released to service in accordance with NCAR M.A.801(b)2 or NCAR M.A.801(b)3;
(c) For all aircraft used in commercial air transport, and aircraft above 2730 kg MTOM, except
balloons, that are in a controlled environment, the organisation referred to in (b) managing the
continuing airworthiness of the aircraft may, if appropriately approved, and subject to
compliance with paragraph (k):
1. issue an airworthiness review certificate in accordance with NCAR M.A.710, and;
2. for the airworthiness review certificates it has issued, when the aircraft has remained
within a controlled environment, extend twice the validity of the airworthiness review
certificate for a period of one year each time;
(d) For all aircraft used in commercial air transport and aircraft above 2730 kg MTOM, except
balloons, that
(i) are not in a controlled environment, or
(ii) which continuing airworthiness is managed by a continuing airworthiness management
organisation that does not hold the privilege to carry out airworthiness reviews,the
airworthiness review certificate shall be issued by CAA Nepal upon satisfactory
assessment based on a recommendation made by a continuing airworthiness management
organisation appropriately approved in accordance with Section A, Subpart G of NCAR
Part-M sent together with the application from the owner or operator. This
recommendation shall be based on an airworthiness review carried out in accordance
with NCAR M.A.710;
(e) For aircraft not used in commercial air transport of 2730 kg MTOM and below, and balloons,
any continuing airworthiness management organisation approved in accordance with Section A,
Subpart G of NCAR Part-M and appointed by the owner or operator may, if appropriately
approved and subject to paragraph (k):
1. issue the airworthiness review certificate in accordance with NCAR M.A.710, and;
2. for airworthiness review certificates it has issued, when the aircraft has remained within a
controlled environment under its management, extend twice the validity of the
airworthiness review certificate for a period of one year each time;
(f) By derogation from NCAR M.A.901(c)2 and NCAR M.A.901(e)2, for aircraft that are in a
controlled environment, the organisation referred to in (b) managing the continuing
airworthiness of the aircraft, subject to compliance with paragraph (k), may extend twice for a
period of one year each time the validity of an airworthiness review certificate that has been
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issued by CAA Nepal or by another continuing airworthiness management organisation

approved in accordance with Section A, Subpart G of NCAR Part-M
(g) By derogation from NCAR M.A.901(e) and NCAR M.A.901(i)2, for LA1 aircraft not used in
commercial air transport and not affected by NCAR M.A.201(i), the airworthiness review
certificate may also be issued by CAA Nepal upon satisfactory assessment, based on a
recommendation made by certifying staff formally approved by CAA Nepal and complying
with provisions of NCAR Part-66 as well as requirements laid down in NCAR
M.A.707(a)2(a), sent together with the application from the owner or operator. This
recommendation shall be based on an airworthiness review carried out in accordance with
NCAR M.A.710 and shall not be issued for more than two consecutive years;
(h) Whenever circumstances reveal the existence of a potential safety threat, CAA Nepal shall
carry out the airworthiness review and issue the airworthiness review certificate itself;
(i) In addition to paragraph (h), CAA Nepal may also carry out the airworthiness review and issue
the airworthiness review certificate itself in the following cases:
1. when the aircraft is managed by a continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of NCAR Part-M located in a third
country,
2. for all balloons and any other aircraft of 2730 kg MTOM and below, if it is requested by
the owner;
(j) When CAA Nepal carries out the airworthiness review and/or issues the airworthiness review
certificate itself, the owner or operator shall provide CAA Nepal with:
1. the documentation required by CAA Nepal; and
2. suitable accommodation at the appropriate location for its personnel; and
3. when necessary, the support of personnel appropriately qualified in accordance with
NCAR Part-66 or equivalent personnel requirements laid down in NCAR145.A.30(j)(1)
and (2) of NCAR Part-145
(k) An airworthiness review certificate cannot be issued nor extended if there is evidence or reason
to believe that the aircraft is not airworthy.
AMC M.A.901 AIRCRAFT AIRWORTHINESS REVIEW
In order to ensure the validity of the aircraft airworthiness certificate, NCAR M.A.901 requires
performing periodically an airworthiness review of the aircraft and its continuing airworthiness
records, which results in the issuance of an airworthiness review certificate valid for one year.
Any airworthiness review certificate or equivalent document issued in accordance with CAA Nepal
requirements and valid on the date of entry into force of NCAR Part-M, Subpart I, is considered to
attest the validity of the aircraft airworthiness certificate until its expiration or until one year after the
entry into force of NCAR Part-M, Subpart I, whichever comes first. As a consequence, it is not
necessarily required for CAA Nepal to re-issue all national airworthiness review certificates on the
date of entry into force of NCAR Part-M, Subpart-I, being possible to wait until the limit mentioned
above.
AMC M.A.901 (a) AIRCRAFT AIRWORTHINESS REVIEW

CAAN Form 15a is issued by CAA Nepal while CAAN Form 15b is issued by a NCAR M.A.
Subpart G organisation.
AMC M.A.901 (b) AIRCRAFT AIRWORTHINESS REVIEW

1. If the continuing airworthiness of the aircraft is not managed according to a NCAR Part-
M appendix I arrangement between the owner and the NCAR M.A. Subpart G
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organisation, the aircraft should be considered to be outside a controlled environment.

Nevertheless, such arrangement is not necessary when the operator and the NCAR M.A.
Subpart G organisation are the same organisation.
2. The fact that limited pilot-owner maintenance as defined in NCAR M.A.803 (b) is not
carried out and released by an approved maintenance organisation does not change the
status of an aircraft in a controlled environment providing the NCAR M.A. Subpart G
organisation under contract has been informed of any such maintenance carried out.
AMC M.A.901 (c) 2, (e)2 AND (f) AIRCRAFT AIRWORTHINESS REVIEW

When the aircraft has remained within a controlled environment, the extension of the validity of
the airworthiness review certificate does not require an airworthiness review but only a
verification of the continuous compliance with NCAR M.A.901 (b).
It is acceptable to anticipate the extension of the airworthiness review certificate by a maximum of 30
days without a loss of continuity of the airworthiness review pattern, which means that the new
expiration date is set up one year after the previous expiration date. This anticipation of up to 30 days
also applies to the 12 month requirements shown in NCAR M.A.901(b), meaning that the aircraft is
still considered as being in a controlled environment if it has been continuously managed by a single
organisation and maintained by appropriately approved organisations, as stated in NCAR M.A.901(b),
from the date when the last airworthiness review certificate was issued until the date when the
extension is performed (this can be up to 30 days less than 12 months).
It is also acceptable to perform the extension of an airworthiness review certificate after its expiration
date, as long as all the conditions for the extension are met. However, this means the following:
• The aircraft could not fly since the airworthiness review certificate expired until it is
extended, and
• The new expiration date (after extension) is set one year after the previous expiration date
(not one year after the extension is performed).
AMC M.A.901 (d) AND (g) AIRCRAFT AIRWORTHINESS REVIEW
The recommendation sent to CAA Nepal should contain at least the items described below.
(a) General information
- NCAR M.A. Subpart G organisation information
- owner/lessee information
- date and place the document review and the aircraft survey were carried out
- period and place the aircraft can be seen if required by CAA Nepal
(b) Aircraft information
- registration
- type
- manufacturer
- serial number
- flight manual reference
- weight and centre of gravity data
- maintenance programme reference
(c) Documents accompanying the recommendation
- copy of registration papers
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- copy of the owners request for a new airworthiness review certificate

(d) Aircraft status
- aircraft total time and cycles
- list of persons or organisations having carried out continuing airworthiness activities
including maintenance tasks on the aircraft and its components since the last
airworthiness review certificate
(e) Aircraft survey
- a precise list of the areas of the aircraft that were surveyed and their status
(f) Findings
- a list of all the findings made during the airworthiness review with the corrective
action carried out
(g) Statement
A statement signed by the airworthiness review staff recommending the issue of an airworthiness
review certificate.
The statement should confirm that the aircraft in its current configuration complies with the
following:
- airworthiness directives up to the latest published issue, and;
- type certificate datasheet, and;
- maintenance programme, and;
- component service life limitations, and;
- the valid weight and centre of gravity schedule reflecting the current configuration of
the aircraft, and;
- all modifications and repairs are approved in accordance with the relevant regulation,
and;
- the current flight manual including supplements, and;
- operational requirements.
The above items should clearly state the exact reference of the data used in establishing
compliance; for instance the number and issue of the type certificate data sheet used should be
stated.
The statement should also confirm that all of the above is properly entered and certified in the
aircraft continuing airworthiness record system and/or in the operator’s technical log.
AMC M.A.901(g) AIRCRAFT AIRWORTHINESS REVIEW
The words “certifying staff” mean that the personnel meet at the time of the airworthiness review all
the NCAR Part-66 requirements to be certifying staff for the aircraft subject to review (including also
continuing experience requirements).
The formal acceptance of the certifying staff by CAA Nepal should only be granted after verification
of the qualifications and after the satisfactory performance of an airworthiness review under
supervision of CAA Nepal.
The sentence “shall not be issued for more than two consecutive years” means that every three years
the airworthiness review has to be performed by CAA Nepal or by an appropriately approved NCAR
M.A. Subpart G organisation.
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AMC M.A.901 (j) AIRCRAFT AIRWORTHINESS REVIEW
Suitable accommodation should include:

a) an office with normal office equipment such as desks, telephones, photocopying machines etc.
whereby the continuing airworthiness records can be reviewed.
b) a hangar when needed for the physical survey.
The support of personnel appropriately qualified in accordance with NCAR Part-66 is necessary
when CAA Nepal’s airworthiness review staff is not appropriately qualified.
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NCAR M.A.902 VALIDITY OF THE AIRWORTHINESS REVIEW

CERTIFICATE
(a) An airworthiness review certificate becomes invalid if:

1. suspended or revoked; or
2. the airworthiness certificate is suspended or revoked; or
3. the aircraft is not on the aircraft register of the Nepal; or
4. the type certificate under which the airworthiness certificate was issued is suspended or
revoked.
(b) An aircraft must not fly if the airworthiness certificate is invalid or if:
1. the continuing airworthiness of the aircraft or any component fitted to the aircraft does
not meet the requirements of NCAR Part-M, or;
2. the aircraft does not remain in conformity with the type design approved by CAA Nepal;
or
3. the aircraft has been operated beyond the limitations of the approved flight manual or the
airworthiness certificate, without appropriate action being taken; or
4. the aircraft has been involved in an accident or incident that affects the airworthiness of
the aircraft, without subsequent appropriate action to restore airworthiness; or
5. a modification or repair has not been approved in accordance with the NCAR Chapter
C.5
(c) Upon surrender or revocation, the airworthiness review certificate shall be returned to CAA
Nepal.
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M.A.903RESERVED
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NCAR M.A.904 AIRWORTHINESS REVIEW OF IMPORTEDAIRCRAFT

(a) When importing an aircraft, the applicant shall:
1. apply to CAA Nepal for the issuance of a new airworthiness certificate in accordance
withNCAR Chapter B.2 ; and
2. for aircraft other than new, have a airworthiness review carried out satisfactorily in
accordance with NCAR M.A.901; and
3. have all maintenance carried out to comply with the approved maintenance programme
in accordance with NCAR M.A.302.
(b) When satisfied that the aircraft is in compliance with the relevant requirements, the continuing
airworthiness management organisation,if applicable, shall send a documented recommendation
for the issuance of an airworthiness review certificate to CAA Nepal."
(c) The owner shall allow access to the aircraft for inspection by CAA Nepal.
(d) A new airworthiness certificate will be issued by CAA Nepal when it is satisfied the aircraft
complies with the applicable NCAR Chapter B.2.
(e) CAA Nepal shall also issue the airworthiness review certificate valid normally for one year
unless CAA Nepal has safety reason to limit the validity.
AMC M.A.904 (a)-1 AIRWORTHINESS REVIEWS OF IMPORTEDAIRCRAFT

In order to allow for possible participation of authority personnel, the applicant should inform
CAA Nepal at least 30 working days in advance of the time and location of the airworthiness
review.
AMC M.A.904 (a)-2 AIRWORTHINESS REVIEWS OF IMPORTEDAIRCRAFT
1. When performing an airworthiness review of imported aircraft the aircraft and the
relevant records should be reviewed to determine the work to be undertaken to establish
the airworthiness of the aircraft.
2. In determining the work to be undertaken during the airworthiness review on the aircraft, the
following should be taken into consideration:
(a) the information from exportingcountry authorities such as export certificate of
airworthiness, primary authority information;
(b) the information on aircraft maintenance history such as continuing airworthiness
records, aircraft, engine, propeller, rotor and life limited part log books or cards as
appropriate, tech log/flight log/cabin log, list of deferred defects, total flight times and
cycles, times and cycles since last maintenance, accident history, former maintenance
schedule, former AD compliance status;
(c) the information on aircraft such as aircraft, engine and propeller type certificate
datasheets, noise and emission certificate data sheets, flight manual and supplements;
(d) the aircraft continuing airworthiness status such as the aircraft and component AD
status, the SB status, the maintenance status, the status of all service life limited
components, weight and centre of gravity schedule including equipment list;
(e) the modification and repair status of the aircraft detailing elements such as
owner/operator designed modifications and repairs, STCs, etc.
(f) the aircraft cabin configuration such as emergency equipment fitted, cockpit
configuration, placards, instrument limitations, cabin layout;
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(g) the maintenance needed for import, such as embodiment of modifications needed to
comply with the type certificate, bridging check to comply with the new maintenance
programme;
(h) the avionics such as, but not limited to, radio and navigation equipment, instrument
flight rules (IFR) equipment, digital flight data recorder (DFDR)/cockpit voice recorder
(CVR) test, emergency locator transmitter (ELT) 406 MHz code and identification;
(i) the compass compensation;
(j) special operating rules such as extended twin-engine operations (ETOPS)/long range
operations (LROPS), reduced vertical separation minima (RVSM), minimum
navigation performance specifications (MNPS), all weather operations (AWOPS), area
navigation (RNAV);
(k) the aircraft survey including verification of conformity with the flight manual and the
datasheet, presence of fire proof identification plates, conformity of markings including
registration, presence and serviceability of emergency equipment, internal and external
lighting systems, and
(l) check flight including check of control system/cockpit ground check/engine run up.
3. If there is no NCAR M.A. Subpart G organisation approved for the specific aircraft type
available, CAA Nepal may carry out the airworthiness review in accordance with this
paragraph and the provisions NCAR M.A.901(h) and NCAR M.B.902. In this case, the
airworthiness review should be requested to CAA Nepalin accordance with NCAR
Chapter B.2.
AMC M.A.904 (b) AIRWORTHINESS REVIEW OF IMPORTEDAIRCRAFT
The recommendation sent to CAA Nepal should contain at least the items described below.
(a) All the information set forth by AMC M.A 901(d) & (g)
(b) Aircraft information
- aircraft assigned registration
- state of manufacturer
- previous registration
- export certificate number
- TC and TC data sheet numbers
- noise and emissions TC and TC data sheet numbers
- comparison of prior maintenance programme with the proposed new maintenance
programme.
(c) Documents accompanying the recommendation
- copy of the application, and;
- original export certificate, and;
- copy of the approvals of the flight manual and its supplements, and;
- list of ADs incorporated up to the latest published issue, and;
- proposed new maintenance programme, and;
- status of all service life limited components, and;
- the valid weight and centre of gravity schedule reflecting the current configuration of
the aircraft, and;
- EASA Part-21 approval reference for all modifications and repairs.
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(d) Maintenance
- a copy of the work packages requested by the NCAR Part-M Subpart G organisation
including details of any bridging check to ensure all the necessary maintenance has
been carried out.
(e) Aircraft check flight
- a copy of the check flight report
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(c) After receipt of notification of findings according to NCAR M.B.903, the person or
organisation accountable referred to in NCAR M.A.201 shall define a corrective action plan
and demonstrate corrective action to the satisfaction of CAA Nepal within a period agreed with
this authority including appropriate corrective action to prevent reoccurrence of the finding and
its root cause.
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Chapter 2 – Section B - Procedure for Competent Authorities
CHAPTER 2 - SECTION B - PROCEDURE FOR CAA NEPAL
SUBPART A - GENERAL
NCAR M.B.101 SCOPE

This Section establishes the administrative requirements to be followed by CAA Nepal in charge of
the application and the enforcement of Section A of NCAR Part-M.
NCAR M.B.102 COMPETENT AUTHORITY
(a) General
Federal Democratic Republic of Nepalhas designatedCAA Nepal with allocated
responsibilities for the issuance, continuation, change, suspension or revocation of certificates
and for the oversight of continuing airworthiness. CAA Nepal shall establish documented
procedures and an organisational structure.
(b) Resources
The number of staff shall be appropriate to carry out the requirements as detailed in this
Section B.
(c) Qualification and training
All staff involved in NCAR Part-M activities shall be appropriately qualified and have
appropriate knowledge, experience, initial training and continuation training to perform their
allocated tasks.
(d) Procedures
CAA Nepal shall establish procedures detailing how compliance with NCAR Part-M is
accomplished.
The procedures shall be reviewed and amended to ensure continued compliance.
AMC M.B.102 (a) CAA NEPAL - GENERAL

1. In deciding upon the required airworthiness organisational structure, CAA Nepal should
review the number of certificates to be issued, the number and size of potential
operators, the number of NCAR M.A. Subpart F approved maintenance organisations
and NCAR M.A. Subpart G continuing airworthiness management organisations within
Nepal, as well as the level of civil aviation activity, number and complexity of aircraft
and the size of the Nepal’s aviation industry.
2. CAA Nepal should retain effective control of important inspection functions and not
delegate them in such a way that aircraft owners, operators, NCAR M.A. Subpart F
approved maintenance organisations and NCAR M.A. Subpart G continuing
airworthiness management organisations, in effect, regulate themselves in airworthiness
matters.
3. The set-up of the organisational structure should ensure that the various tasks and
obligations of CAA Nepal are not relying on individuals. That means that a continuing
and undisturbed fulfilment of these tasks and obligations of CAA Nepal should also be
guaranteed in case of illness, accident or leave of individual employees.
AMC M.B.102 (c) CAA NEPAL – QUALIFICATION AND TRAINING

1. CAA Nepal inspectors should have:
1.1 practical experience and expertise in the application of aviation safety standards and
safe operating practices;
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1.2 comprehensive knowledge of:

(a) relevant parts of implementing rules, certification specifications and guidance
material;
(b) CAA Nepal’s procedures;
(c) the rights and obligations of an inspector;
(d) quality systems;
(e) continuing airworthiness management.
(f) operational procedures when affecting the continuing airworthiness management of
the aircraft or the maintenance.
1.3 training on auditing techniques.
1.4 five years relevant work experience to be allowed to work as an inspector
independently. This may include experience gained during training to obtain the
subparagraph 1.5 qualifications.
1.5 a relevant engineering degree or an aircraft maintenance technician qualification
with additional education. Relevant engineering degree’ means an engineering
degree from aeronautical, mechanical, electrical, electronic, avionic or other studies
relevant to the maintenance and continuing airworthiness of aircraft/aircraft
components.”
1.6 knowledge of a relevant sample of the type(s) of aircraft gained through a formalised
training course including Fuel Tank Safety (FTS) training as described in Appendix XII
to AMC to NCAR M.A.706(f) and NCAR M.B.102(c). These courses should be at least
at a level equivalent to NCAR Part-66 Appendix III Level 1 General Familiarisation.
those aircraft being within the scope of approval.
1.7 knowledge of maintenance standards.
2. In addition to technical competency, inspectors should have a high degree of integrity,
be impartial in carrying out their tasks, be tactful, and have a good understanding of
human nature.
3. A programme for continuation training should be developed which provides for the
inspectors, at regular intervals, to visit appropriate manufacturers and attend technical
symposia as well as training or refresher courses to gain first-hand knowledge of new
developments. As a general policy, it is not desirable for the inspectors to obtain
technical qualifications from those entities under their direct regulatory jurisdiction.
AMC M.B.102 (d) CAA NEPAL ORGANISATION - PROCEDURES
The documented procedures should contain the following information:

(a) The Federal Democratic Republic of Nepal designation of the CAA Nepal.
(b) The title(s) and name(s) of the manager(s) of CAA Nepal and their duties and
responsibilities.
(c) Organisation chart(s) showing associated chains of responsibility of the senior persons.
(d) A procedure defining the qualifications for staff together with a list of staff authorised
to sign certificates.
(e) A general description of the facilities.
(f) Procedures specifying how CAA Nepal ensure(s) compliance with NCAR Part-M.
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NCAR M.B.104 RECORD-KEEPING
(a) CAANepalshall establish a system of record-keeping that allows adequate traceability of the
process to issue, continue, change, suspend or revoke each certificate.
(b) The records for the oversight of NCAR Part-M approved organisations shall include as a
minimum:
1. the application for an organisation approval.
2. the organisation approval certificate including any changes.
3. a copy of the audit program listing the dates when audits are due and when audits were
carried out.
4. CAA Nepal continued oversight records including all audit records.
5. copies of all relevant correspondence.
6. details of any exemption and enforcement actions.
7. organisation exposition or manual and amendments.
8. copy of any other document directly approved by CAA Nepal.
(c) The retention period for the paragraph (b) records shall be at least four years.
(d) The minimum records for the oversight of each aircraft shall include, at least, a copy of:
1. aircraft certificate of airworthiness,
2. airworthiness review certificates,
3. NCAR Part M Section A Subpart G organisation recommendations,
4. reports from the airworthiness reviews carried out directly by the CAA Nepal,
5. all relevant correspondence relating to the aircraft,
6. details of any exemption and enforcement action(s),
7. any document approved by CAA Nepal pursuant to NCAR Part-M
(e) The records specified in paragraph (d) shall be retained until four years after the aircraft has
been permanently withdrawn from service.
AMC M.B.104 (a) RECORD-KEEPING
1. The record-keeping system should ensure that all records are accessible whenever needed
within a reasonable time. These records should be organized in a consistent way
throughout CAA Nepal (chronological, alphabetical order, etc.).
2. All records containing sensitive data regarding applicants or organisations should be
stored in a secure manner with controlled access to ensure confidentiality of this kind of
data.
3. All computer hardware used to ensure data backupshould be stored in a different location
from that containing the working data in an environment that ensures they remain in good
condition. When hardware- or software-changes take place special care should be taken
that all necessary data continues to be accessible at least through the full period specified
in NCAR M.B.104 (c) and/or (e).
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SUBPART B - ACCOUNTABILITY
NCAR M.B.201 RESPONSIBILITIES

CAA Nepal as specified in M.1 is responsible for conducting inspections and investigations in
order to verify that the requirements of NCAR Part-M are complied with.
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SUBPART C - CONTINUING AIRWORTHINESS
NCAR M.B.301 MAINTENANCE PROGRAMME

(a) CAA Nepal shall verify that the maintenance programme is in compliance with NCAR
M.A.302.
(b) Except where stated otherwise in NCAR M.A.302(c) the maintenance programme and its
amendments shall be approved directly by CAA Nepal.
(c) In the case of indirect approval, the maintenance programme indirect approval procedure
shall be approved by CAA Nepal through the continuing airworthiness management
exposition.
(d) In order to approve a maintenance programme according to paragraph (b), CAA Nepal shall
have access to all the data required in NCAR M.A.302(d), (e) and (f).
AMC M.B.301 (a) MAINTENANCE PROGRAMME
For CAA Nepal to verify compliance with NCAR M.A.302, the auditing surveyor/inspector
should have received training on maintenance programme development and control.
AMC M.B.301 (b) MAINTENANCE PROGRAMME (SEE APPENDICES TO

NCAR PART-M - APPENDIX I TO AMC M.A.302 AND AMC M.B.301(b))
1. When assessing aircraft maintenance programmes for approval, CAA Nepal should verify
that the maintenance programme is acceptable for the continued airworthiness of the
specific aircraft listed and it is appropriate for the proposed operating environment and
scheduled utilisation.
2. CAA Nepal should assess the contents taking into account the origins of the document i.e.
the manufacturers recommended maintenance programme, a MRB report, the operators
own experience or another approved programme.
3. CAA Nepal may elect to publish a proposed maintenance schedule for a piston engined
aircraft type or a group of piston engined aircraft types below 2730Kgs maximum take off
mass (MTOM) or for a sailplane, powered sailplane or balloon type or for a group of
sailplanes, powered sailplanes or balloon types. When owners/operators of the aircraft
mentioned above elect to use a CAA Nepal proposed maintenance schedule, all the out of
phase manufacturer recommendations should be incorporated into the final maintenance
programme in order for it to be approved.
4. A copy of the approved programme should be retained by CAA Nepal, unless the
programme is approved by a NCAR M.A. Subpart G approved organisation.
5. The documentation issued by CAA Nepal to approve the operator’s maintenance
programme may include details of who may issue certificates of release to service in a
particular situation and may define which tasks are considered as complex maintenance
tasks or limited pilot owner maintenance according to Appendix VIII to NCAR Part-M.
6. In the case of commercial air transport or large aircraft, development of the approved
aircraft maintenance programme is dependent upon sufficient satisfactory in-service
experience which has been properly processed. In general, the task being considered for
escalation beyond the MRB limits should have been satisfactorily repeated at the existing
frequency several times before being proposed for escalation. Appendix I to AMC NCAR
M.A.302 and NCAR M.B.301 (b) gives further information.
7. CAA Nepal may approve an incomplete maintenance programme at the start of operation
of an aircraft or an operator, subject to limiting the approval of the maintenance
programme to a period that does not exceed any required maintenance not yet approved.
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8. If CAA Nepal is no longer satisfied that a safe operation can be maintained, the approval
of a maintenance programme or part of it may be suspended or revoked. Events giving rise
to such action include:
8.1 An operator changing the utilisation of an aircraft;
8.2 The owner or NCAR M.A. Subpart G approved organisation has failed to ensure that
the programme reflects the maintenance needs of the aircraft such that safe operation
can be assured.
AMC M.B.301(c) MAINTENANCE PROGRAMME

1. Approval of an aircraft maintenance programme through a procedure established by a
NCAR M.A. Subpart G organisation should require the organisation to demonstrate to
CAA Nepal that it has competence, procedures and record keeping provisions, which will
enable the organisation to analyse aircraft reliability, TC holder’s instructions, and other
related operating and maintenance criteria.
2. According to the complexity of the aircraft and the nature of the operation, the
maintenance programme procedures should contain reliability centred maintenance and
condition monitored maintenance programme procedures and have procedures relating to
the programme control which contain the following provisions:
(a) task escalation or adjustment,
(b) maintenance programme review,
(c) SB or Service Information assessment,
(d) component and structures in service performance review,
(e) maintenance programme revision,
(f) maintenance procedure effectiveness review and amendment,
(g) maintenance review board report (MRBR) or manufacturer maintenance planning
document (MPD) review and assessment, as appropriate,
(h) AD review and assessment,
(i) owner/maintenance/ NCAR M.A. Subpart G organisation liaison,
(j) training
3. When CAA Nepal requests it, the organisation should make provision for the attendance
of a CAA Nepal representative at meetings held to consider maintenance implications
arising from reviews of the above provisions.
AMC M.B.301(d) MAINTENANCE PROGRAMME
Programmes and all associated airworthiness data, including that data used for substantiating the
escalation of programmes should be made available to CAA Nepal upon request.
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NCAR M.B.302 EXEMPTIONS

All exemptions granted in accordance with CAR 2058 (and its amendments) Rule 82 (a)shall be
recorded and retained by CAA Nepal.
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NCAR M.B.303 AIRCRAFT CONTINUING AIRWORTHINESS

MONITORING
(a) CAA Nepal shall develop a survey programme to monitor the airworthiness status of the fleet
of aircraft on its register.
(b) The survey programme shall include sample product surveys of aircraft.
(c) The programme shall be developed taking into account the number of aircraft on the register,
local knowledge and past surveillance activities.
(d) The product survey shall focus on a number of key risk airworthiness elements and identify
any findings. Furthermore, CAA Nepal shall analyse each finding to determine its root cause.
(e) All findings shall be confirmed in writing to the person or organisation accountable
according to NCAR M.A.201.
(f) CAA Nepal shall record all findings, closure actions and recommendations.
(g) If during aircraft surveys evidence is found showing non-compliance to a NCAR Part-M
requirement, CAA Nepal shall take actions in accordance with NCAR M.B.903.
(h) If the root cause of the finding identifies a non-compliance with any Subpart of NCAR Part-
M or with another NCAR Parts, the non-compliance shall be dealt with as prescribed by the
relevant NCAR Parts.
AMC M.B.303 AIRCRAFT CONTINUING AIRWORTHINESS MONITORING
CAA Nepal may create an adapted airworthiness survey programme for the aircraft for which it
performs the airworthiness review.
AMC1 M.B.303 (b) AIRCRAFT CONTINUING AIRWORTHINESS

MONITORING (SEE APPENDICES TO NCAR PART-M - APPENDIX III TO
GM1 M.B 303(b))
Scope of Surveys
1. CAA Nepal should undertake sample product surveys of aircraft on its register to verify
that:
(a) The condition of an aircraft as sampled is to a standard acceptable for the
Certificate of Airworthiness/ Airworthiness Review Certificate to remain in force.
(b) The operator/owner’s management of the airworthiness of the aircraft is effective.
(c) The approvals and licences granted to the organizations and persons continue to be
applied in a consistent manner to achieve the required standards.
A Physical inspection of the aircraft is necessary during each ACAM survey (ramp or
in-depth).
2. Sample product Surveys of aircraft include:
(a) In-depth surveys carried out during extensive maintenance that fully encompass
selected aspects of an aircraft’s airworthiness,
(b) Ramp surveys carried out during aircraft operations to monitor the apparent
condition of an aircraft’s airworthiness.
3. When performing a ramp survey, the inspector (s) should make all possible efforts to
avoid an unreasonable delay of the aircraft inspected.
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GM1 M.B 303(b))
IN-DEPTH SURVEY
1. An ACAM in-depth survey is a sample inspection of the key risk element (KREs) and
should be performed during schedule/extensive maintenance. Appendix III to GM 1 to
M.B.303(b) provides guidance on KREs that can be used for planning and/or analysis of
the inspections.
2. The survey should be a ‘deep cut’ through the elements or systems selected.
3. The record of an ACAM inspection should identify which KREs were inspected.

GM1 M.B 303(b))
KEY RISK ELEMENTS

1. The following KREs should be used for aircraft continuing airworthiness monitoring:
(a) Type design and changes to type design
(b) Airworthiness limitations
(c) Airworthiness Directives
(d) Aircraft Documents
(e) Flight Manual
(f) Mass and Balance
(g) Marking and Placards
(h) Operational Requirements
(i) Defect Management
(j) Airworthiness Maintenance Program
(k) Component Control
(l) Repairs
(m) Records
2. These KREs and their detailed components should be adapted to the complexity of the
aircraft type being surveyed by retaining only those items that are applicable and
relevant for the particular aircraft type.
GM 1 M.B.303 (b) AIRCRAFT CONTINUING AIRWORTHINESS

GM1 M.B 303(b))
KEY RISK ELEMENTS

The KREs define the scope of continuing airworthiness. The list of KREs is intended to provide
the basis for planning and control of the ACAM survey programme. It will ensure that the
programme covers all aspects of continuing airworthiness. While it is not required to cover all
KREs during a given inspection, the ACAM survey programme needs to ensure that there is no
omission, i.e. certain KREs are never inspected.
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AMC M.B.303 (c) AIRCRAFT CONTINUING AIRWORTHINESS

MONITORING
CAA Nepal should create an annual programme of surveys, selecting aircraft and/or operators
depending on local knowledge of the maintenance environment, operating conditions,
airworthiness standards and past surveillance experience. The programme should be used to
identify the operator/fleet/aircraft, which are causing the greatest concern.
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NCAR M.B.304 REVOCATION, SUSPENSION AND LIMITATION
CAA Nepal shall:

(a) suspend an airworthiness review certificate on reasonable grounds in the case of potential
safety threat, or;
(b) suspend, revoke or limit an airworthiness review certificate pursuant to NCAR M.B.903(1).
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SUBPART D MAINTENANCE STANDARDS

(to be developed as appropriate)
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SUBPART E COMPONENTS
NCAR M.B.501 COMPONENTS

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SUBPART F MAINTENANCE ORGANISATION
NCAR M.B.601 RESERVED
NCAR M.B.602 INITIAL APPROVAL

(a) Provided the requirements of NCAR M.A.606(a) and (b) are complied with, CAA Nepal
shall formally indicate its acceptance of the NCAR M.A.606(a) and (b) personnel to the
applicant in writing.
(b) CAA Nepal shall establish that the procedures specified in the maintenance organisation
manual comply with NCAR M.A. Subpart F and ensure the accountable manager signs the
commitment statement.
(c) CAA Nepal shall verify that the organisation is in compliance with the NCAR M.A Subpart
F requirements.
(d) A meeting with the accountable manager shall be convened at least once during the
investigation for approval to ensure that he/she fully understands the significance of the
approval and the reason for signing the commitment of the organisation to compliance with
the procedures specified in the manual.
(e) All findings shall be confirmed in writing to the applicant organisation.
(f) CAA Nepal shall record all findings, closure actions (actions required to close a finding) and
recommendations.
(g) For initial approval all findings shall be corrected by the organisation and closed by CAA
Nepal before the approval can be issued.
AMC M.B.602 (a) INITIAL APPROVAL
1. ‘Formally indicate in writing’ means that a CAAN Form 4 (appendix X) should be used for
this activity. With the exception of the accountable manager, aCAAN Form 4 should be
completed for each person nominated to hold a position required by NCAR M.A.606 (b).
2. In the case of the accountable manager approval of the maintenance organisation man ual
containing the accountable manager’s signed commitment statement constitutes formal
acceptance.
AMC M.B.602 (b) INITIAL APPROVAL
CAA Nepal should indicate approval of the maintenance organisation manual in writing.
AMC M.B.602 (c) INITIAL APPROVAL
1. CAA Nepal should determine by whom, and how the audit shall be conducted. For example,
it will be necessary to determine whether one large team audit or a short series of small team
audits or a long series of single man audits are most appropriate for the particular situation.
2. The audit may be carried out on a product line type basis. For example, in the case of an
organisation with Socata TB20 and Piper PA 28 ratings, the audit is concentrated on one
type only for a full compliance check. Depending upon the result, the second type may only
require a sample check that should at least cover the activities identified as weak for the first
type.
3. CAA Nepal auditing surveyor should always ensure that he/she is accompanied throughout
the audit by a senior technical member of the organisation. The reason for being
accompanied is to ensure the organisation is fully aware of any findings during the audit.
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4. The auditing surveyor should inform the senior technical member of the organisation at the
end of the audit visit on all findings made during the audit.
AMC M.B.602 (e) INITIAL APPROVAL
1. Findings should be recorded on an audit report form with a provisional categorisation as a

level 1 or 2. Subsequent to the audit visit that identified the particular fin dings, CAA Nepal
should review the provisional finding levels, adjusting them if necessary and change the
categorisation from ‘provisional’ to ‘confirmed’.
2. All findings should be confirmed in writing to the applicant organisation within 2 weeks of
the audit visit.
3. There may be occasions when CAA Nepal finds situations in the applicant's organisation on
which it is unsure about compliance. In this case, the organisation should be informed about
possible non-compliance at the time and the fact that the situation will be reviewed within
CAA Nepal before a decision is made. If the review concludes that there is no finding then a
verbal confirmation to the organisation will suffice.
AMC M.B.602 (f) INITIAL APPROVAL (SEE APPENDICES TO NCAR PART-

M - APPENDIX VI TO AMC M.B.602(f))
1. The audit report should be made on aCAAN Form 6F (see appendix VI).
2. A quality review of the CAAN Form 6F audit report should be carried out by a competent
independent person nominated by CAA Nepal. The review should take into account the
relevant paragraphs of NCAR M.A. Subpart F, the categorisation of finding levels and the
closure action taken. Satisfactory review of the audit form should be indicated by a signature
on the CAAN Form 6F.
AMC M.B.602 (g) INITIAL APPROVAL
The audit reports should include the date each finding was cleared together with reference to CAA
Nepal report or letter that confirmed the clearance.
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NCAR M.B.603 ISSUE OF APPROVAL
(a) CAA Nepal shall issue to the applicant a CAAN Form 3 approval certificate (Appendix V)
which includes the extent of approval, when the maintenance organisation is in compliance
with the applicable paragraphs of NCAR Part-M.
(b) CAA Nepal shall indicate the conditions attached to the approval on the CAAN Form 3
approval certificate.
(c) The reference number shall be included on the CAAN Form 3 approval certificate in a
manner specified by CAA Nepal.
AMC M.B.603 (a) ISSUE OF APPROVAL
1. Reserved
2. The approval should be based upon the organisational capability relative to NCAR M.A.
Subpart F compliance and not limited by reference to individual certificated products.
For example, if the organisation is capable of maintaining within the limitation of NCAR
M.A. Subpart F the Cessna 100 series aircraft the approval schedule should state A2 Cessna
100 series and not Cessna 172 RG which is a particular designator for one of many Cessna
100 series.
3. Special Case for LA1 aircraft:
In order to promote standardisation, for this category of aircraft the following approach is
recommended:
- Possible ratings to be endorsed in CAAN Form 3
• LA1 Sailplanes;
• LA1 Sailplanes and LA1 aeroplanes
• LA1 balloons;
• LA1 airships.
- Before endorsing any of those ratings (for example, LA1 sailplanes) in CAAN Form
3; CAA Nepal should audit that the organization is capable of maintaining at least
one aircraft type (for example, one type of sailplanes within the LA1 category),
including the availability of the necessary facilities, equipment, tooling, material,
maintenance data, and certifying staff.
- It is acceptable that the detailed scope of work in the maintenance organization
manual (MOM)contains the same ratings endorsed in CAAN Form 3 (for example,
LA1 sailplanes), without a need to further limit them, However, the maintenance
organization will only be able to maintain a certain aircraft type when all the
necessary facilities, equipment, tooling, material, maintenance data, and certifying
staff are available.
AMC M.B.603 (c) ISSUE OF APPROVAL
The numeric sequence of the approval reference should be unique to the particular approved
maintenance organisation.
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NCAR M.B.604 CONTINUING OVERSIGHT
(a) CAA Nepal shall keep and update a program listing for each NCAR M.A Subpart F
approved maintenance organisations under its supervision, the dates when audit visits are due
and when such visits were carried out.
(b) Each organisation shall be completely audited at periods not exceeding 24 months.
(c) All findings shall be confirmed in writing to the applicant organisation.
(d) CAA Nepal shall record all findings, closure actions (actions required to close a finding) and
recommendations.
(e) A meeting with the accountable manager shall be convened at least once every 24 months to
ensure he/she remains informed of significant issues arising during audits.
AMC M.B.604 (b) CONTINUING OVERSIGHT
1. Where CAA Nepal has decided that a series of audit visits are necessary to arrive at a
complete audit of an approved maintenance organisation, the program should indicate which
aspects of the approval will be covered on each visit.
2. It is recommended that part of an audit concentrates on the organisations internal self
monitoring reports produced by the organisational review to determine if the organisation is
identifying and correcting its problems.
3. At the successful conclusion of the audit(s) including verification of the manual, an audit
report form should be completed by the auditing surveyor including all recorded findings,
closure actions and recommendation. A CAAN Form 6F should be used for this activity.
4. Credit may be claimed by CAA Nepal surveyor(s) for specific item audits completed during
the preceding period subject to four conditions:
(a) the specific item audit should be the same as that required by NCAR M.A. Subpart F
latest amendment, and
(b) there should be satisfactory evidence on record that such specific item audits were
carried out and that all corrective actions have been taken, and
(c) CAA Nepal surveyor(s) should be satisfied that there is no reason to believe standards
have deteriorated in respect of those specific item audits being granted a back credit;
(d) the specific item audit being granted a back credit should be audited not later than 24
months after the last audit of the item.
5. When performing the oversight of organisations that hold both NCAR M.A. Subpart F and
NCAR M.A. Subpart G approvals, CAA Nepal should arrange the audits to cover both
approvals avoiding duplicated visit of a particular area.
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NCAR M.B.605 FINDINGS
(a) When during audits or by other means evidence is found showing non-compliance to the
NCAR Part-M requirement, CAA Nepal shall take the following actions:
1. For level 1 findings, immediate action shall be taken by CAA Nepal to revoke, limit or
suspend in whole or in part, depending upon the extent of the level 1 finding, the
maintenance organisation approval, until successful corrective action has been taken by
the organisation.
2. For level 2 findings, CAA Nepal shall grant a corrective action period appropriate to
the nature of the finding that shall not be more than three months. In certain
circumstances, at the end of this first period and subject to the nature of the finding,
CAA Nepal can extend the three month period subject to a satisfactory corrective
action plan.
(b) Action shall be taken by CAA Nepal to suspend in whole or part the approval in case of
failure to comply within the timescale granted by CAA Nepal.
AMC M.B.605(a) 1FINDINGS
For a level 1 finding it may be necessary for CAA Nepal to ensure that further maintenance and re-
certification of all affected products is accomplished, dependent upon the nature of the finding.
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NCAR M.B.606 CHANGES
(a) CAA Nepal shall comply with the applicable elements of the initial approval for any change
to the organisation notified in accordance with NCAR M.A.617.
(b) CAA Nepal may prescribe the conditions under which the approved maintenance
organisation may operate during such changes, unless it determines that the approval should
be suspended due to the nature or the extent of the changes.
(c) For any change to the maintenance organisation exposition:
1. In the case of direct approval of changes in accordance with NCAR M.A.604(b), CAA Nepal
shall verify that the procedures specified in the exposition are in compliance with NCAR
Part-M before formally notifying the approved organisation of the approval.
2. In the case an indirect approval procedure is used for the approval of the changes in
accordance with NCAR M.A.604(c), CAA Nepal shall ensure
(i) that the changes remain minor and
(ii) that it has an adequate control over the approval of the changes to ensure they remain in
compliance with the requirements of NCAR Part-M.
AMC M.B.606 CHANGES
1. Changes in nominated persons

CAA Nepal should have adequate control over any changes to personnel specified in NCAR
M.A.606 (a) and (b). Such changes will require an amendment to the manual.
2. It is recommended that a simple manual status sheet is maintained which contains
information on when an amendment was received by CAA Nepal and when it was approved.
3. CAA Nepal should define the minor amendments to the manual which may be incorporated
through indirect approval. In this case a procedure should be stated in the amendment
section of the maintenance organisation manual.
Changes notified in accordance with NCAR M.A.617 are not considered minor.
For all cases other than minor, the applicable part(s) of the CAAN Form 6F should be used for
the change.
4. The approved maintenance organisation should submit each manual amendment to CAA
Nepal whether it be an amendment for CAA Nepal approval or an indirectly approved
amendment. Where the amendment requires CAA Nepal approval, CAA Nepal when
satisfied, should indicate its approval in writing. Where the amendment has been submitted
under the indirect approval procedure CAA Nepal should acknowledge receipt in writing.
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NCAR M.B.607 REVOCATION, SUSPENSION AND LIMITATION OF AN

APPROVAL
CAA Nepal shall:

(a) suspend an approval on reasonable grounds in the case of potential safety threat, or;
(b) suspend, revoke or limit an approval pursuant to NCAR M.B.605.
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SUBPART G - CONTINUING AIRWORTHINESS MANAGEMENT

ORGANISATION
NCAR M.B.701 APPLICATION

(a) For commercial air transport CAA Nepal shall receive for approval with the initial
application for the air operator's certificate and where applicable any variation applied for
and for each aircraft type to be operated:
1. the continuing airworthiness management exposition;
2. the operator's aircraft maintenance programmes;
3. the aircraft technical log;
4. where appropriate the technical specification of the maintenance contracts between the
operator and NCAR Part-145 approved maintenance organisation.
(b) Reserved
AMC M.B.701 (a) APPLICATION
1. CAA Nepal should not expect the documents listed in NCAR M.B.701 (a) to be submitted in
a completed state with the initial application for grant or change since each may require
approval in its own right and may be subject to amendment as a result of CAA Nepal
assessment during the technical investigations. Draft documents should be submitted at the
earliest opportunity so that investigation of the application can begin. Grant or change
cannot be achieved until CAA Nepal is in possession of completed documents.
2. This information is required to enable CAA Nepal to conduct its investigation, to assess the
volume of maintenance work necessary and the locations at which it will be accomplished.
3. The applicant should inform CAA Nepal where base and scheduled line maintenance is to
take place and give details of any contracted maintenance which is in addition to that
provided in response to NCAR M.A.201 (h) 2 or NCAR M.A.708 (c).
4. At the time of application, the operator should have arrangements for all base and scheduled
line maintenance in place for an appropriate period of time, as accepted to CAA Nepal. The
operator should establish further arrangements in due course before the maintenance is due.
Base maintenance contracts for high-life time checks may be based on one time contracts,
when CAA Nepal considers that this is compatible with the operator’s fleet size
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NCAR M.B.702 INITIAL APPROVAL

(a) Provided the requirements of NCAR M.A.706(a), (c), (d) and NCAR M.A.707 are complied
with, CAA Nepal shall formally indicate its acceptance of the NCAR M.A.706(a), (c), (d)
and NCAR M.A.707 personnel to the applicant in writing.
(b) CAA Nepal shall establish that the procedures specified in the continuing airworthiness
management exposition comply with NCAR M.A. Subpart G and ensure the accountable
manager signs the commitment statement.
(c) CAA Nepal shall verify the organisation's compliance with NCAR M.A. Subpart G
requirements.
(d) A meeting with the accountable manager shall be convened at least once during the
investigation for approval to ensure that he/she fully understands the significance of the
approval and the reason for signing the exposition commitment of the organisation to
compliance with the procedures specified in the continuing airworthiness management
exposition.
(e) All findings shall be confirmed in writing to the applicant organisation.
(f) CAA Nepal shall record all findings, closure actions (actions required to close a finding) and
recommendations.
(g) For initial approval all findings shall be corrected by the organisation and closed by CAA
Nepal before the approval can be issued.
AMC M.B.702 (a) INITIAL APPROVAL (SEE APPENDICES TO NCAR

PART-M - APPENDIX VII TO AMC M.B.702(f))
1. ‘Formally indicate in writing’ means that CAAN Form 4 should be used for this activity.
With the exception of the accountable manager, CAAN Form 4 should be completed for
each person nominated to hold a position required by NCAR M.A.706 (c) (d) and NCAR
M.A.707.
2. In the case of the accountable manager, approval of the continuing airworthiness
management exposition containing the accountable manager’s signed commitment statement
constitutes formal acceptance, once the authority has held a meeting with the accountabl e
manager and is satisfied with its results.
AMC M.B.702 (b) INITIAL APPROVAL
1. CAA Nepal should indicate approval of the continuing airworthiness management

exposition in writing.
2. Contracts for sub-contracting continuing airworthiness management tasks by operators
should be included in the continuing airworthiness organisation exposition. CAA Nepal
should verify that the standards set forth in AMC M.A.201 (h) 1 have been met when
approving the exposition.
3. CAA Nepal while investigating the acceptability of the proposed subcontracted continuing
airworthiness management tasks arrangements will take into account, in the subcontracted
organisation, all other such contracts that are in place irrespective of state of registry in
terms of sufficiency of resources, expertise, management structure, facilities and liaison
between the contracting continuing airworthiness management organisation, the
subcontracted organisation and where applicable contracted NCAR Part-145 maintenance
organisation(s).
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AMC M.B.702 (c) INITIAL APPROVAL
1. CAA Nepal should determine by whom, and how the audit shall be conducted. For example,
it will be necessary to determine whether one large team audit or a short series of small team
audits or a long series of single man audits are most appropriate for the particula r situation.
2. The audit may be carried out on a product line type basis. For example, in the case of an
organisation with Airbus A320 and Airbus A310 ratings, the audit is concentrated on one
type only for a full compliance check. Depending upon the result, the second type may only
require a sample check that should at least cover the activities identified as weak for the first
type.
3. When determining the scope of the audit and which activities of the organisation will be
assessed during the audit, the privileges of the approved organisation should be taken into
account, e.g. approval to carry out airworthiness reviews.
4. CAA Nepal auditing surveyor should always ensure that he/she is accompanied throughout
the audit by a senior technical member of the organisation. Normally this is the quality
manager. The reason for being accompanied is to ensure the organisation is fully aware of
any findings during the audit.
5. The auditing surveyor should inform the senior technical member of the organisatio n at the
end of the audit visit on all findings made during the audit.
AMC M.B.702 (e) INITIAL APPROVAL
1. Findings should be recorded on an audit report form with a provisional categorisation as a

level 1 or 2. Subsequent to the audit visit that identified the particular findings, CAA Nepal
should review the provisional finding levels, adjusting them if necessary and change the
categorisation from ‘provisional’ to ‘confirmed’.
2. All findings should be confirmed in writing to the applicant organisation within 2 weeks of
the audit visit.
3. There may be occasions when CAA Nepal finds situations in the applicant's organisation on
which it is unsure about compliance. In this case, the organisation should be informed about
possible non-compliance at the time and the fact that the situation will be reviewed within
CAA Nepal before a decision is made. If the review concludes that there is no finding then a
verbal confirmation to the organisation will suffice.
AMC M.B.702 (f) INITIAL APPROVAL (SEE APPENDICES TO NCAR PART-

M - APPENDIX VII TO AMC M.B.702(f))
1. The audit report form should be the CAAN Form 13 (appendix VII).
2. A quality review of the CAAN Form 13 audit report should be carried out by a competent
independent person nominated by CAA Nepal. The review should take into account the
relevant paragraphs of NCAR M.A. Subpart G, the categorisation of finding levels and the
closure action taken. Satisfactory review of the audit form should be indicated by a signature
on the CAAN Form 13.
AMC M.B.702 (g) INITIAL APPROVAL
The audit reports should include the date each finding was cleared together with reference to
CAA Nepal report or letter that confirmed the clearance.
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NCAR M.B.703 ISSUE OF APPROVAL

(a) CAA Nepal shall issue to the applicant a CAAN Form 14 approval certificate (Appendix VI)
which includes the extent of approval, when the continuing airworthiness management
organisation is in compliance with NCAR M.A. Subpart G.
(b) CAA Nepal shall indicate the validity of the approval on the CAAN Form 14 approval
certificate.
(c) The reference number shall be included on the CAAN Form 14 approval certificate in a
manner specified by CAA Nepal.
(d) In the case of commercial air transport, the information contained on a CAAN Form 14 will
be included on the air operator's certificate.
AMC M.B.703 ISSUE OF APPROVAL
The table shown for the Approval Schedule in CAAN Form 14 includes a field designated as
“Aircraft type/series/group”
The intention is to give maximum flexibility to the CAA Nepal to customise the approval to a
particular organisation.
Possible alternatives to be included in this field are the following:
• A specific type designation that is part of a type certificate, such as Airbus 340-211 or
Cessna 172R.
• A type rating (or series) as listed in NCAR Part-66 Appendix I to AMC, which may be
further subdivided, such as Boeing 737-600/700/800, Boeing 737-600, Cessna 172 Series.
• An aircraft group such as, for example, ‘all sailplanes and powered sailplanes’ or Cessna
single piston engine aircraft or ‘Group 3 aircraft’ (as defined in NCAR 66.A.5) or ‘aircraft
below 2730 kg MTOM’.
Reference to the engine type installed in the aircraft may or may not be included, as necessary.
It is important to note that the scope of work defined in CAAN Form 14 is further limited to the one
defined in the continuing Airworthiness Management Exposition (CAME). It is this scope of work in
the CAME which ultimately defines the approval of the organization. As a consequence, it is
possible for CAA Nepal to endorse on CAAN Form 14, for example, a scope of work for Group 3
aircraft while the detailed scope of work defined in the CAME does not include all Group 3 aircraft.
Nevertheless, in all cases, CAA Nepal should be satisfied that the organisation has the capability to
manage the requested types/groups/series endorsed ion the CAAN Form 14.
Since the activities linked to continuing airworthiness management are mainly process-oriented
rather than facility/tooling-oriented, changes to the detailed scope of work defined in the CAME
(either directly or through a capability list), within the limits already included on CAAN Form 14,
may be considered as not affecting the approval and not subject to NCAR M.A.713. As a
consequence, for these changes CAA Nepal may allow the use by the NCAR M.A.Subpart G
organization of the indirect approval procedure defined in NCAR M.A.704(c).
In the example mentioned above, before endorsing the Group 3 on CAAN Form 14 for the first time,
CAA Nepal should make sure that the organization is capable of managing this category of aircraft
as a whole. In Particular, CAA Nepal should ensure that Baseline/ Generic Maintenance
programmes (See NCAR M.A.709) or individual maintenance Programme (for contracted customer)
are available for all the aircraft, which are intended to be initially included in the scope of work
detailed in the CAME. Later on, if changes need to be introduced in the detailed scope of work
detailed in the CAME to include new aircraft types (within Group 3), this may be done by the
NCAR M.A. Subpart G organization through the use of the indirect approval procedure.
Since, as mentioned above, CAA Nepal should make sure that the organization is capable of
managing the requested category as a whole, it is not reasonable to grant a full Group 3approval
based on an intended scope of work, which is limited to, for Example, a Cessana 172 aircraft.
Issue 03
February, 2018 2 - 24
However, it may be reasonable to grant such full Group 3 approval, after showing appropriate
capability, for an intended scope of work covering several aircraft types or series of different
complexity and which are representative of the full Group 3.
Special Case for LA1 Aircraft
In order to promote standardisation, for this category of aircraft the following approach is
recommended:
- Possible ratings to be endorsed in CAAN Form 14;
• LA1 Sailplanes;
• LA1 Sailplanes and LA1 aeroplanes
• LA1 balloons;
• LA1 airships.
- Before endorsing any of those ratings (for example, LA1 sailplanes) in CAAN Form 14;
CAA Nepal should audit that the organization is capable of maintaining at least one
aircraft type (for example, one type of sailplanes within the LA1 category), including the
availability of the necessary facilities, equipment, tooling, material, maintenance data,
and certifying staff.
- It is acceptable that the detailed scope of work in the CAME contains the same ratings
endorsed in CAAN Form 14 (for example, LA1 sailplanes), without a need to further
limit them, However, the CAMO will only be able to maintain a certain aircraft type
when all the necessary facilities, equipment, tooling, material, maintenance data, and
certifying staff are available.
AMC M.B.703 (a) RESERVED
AMC M.B.703 (c) ISSUE OF APPROVAL

The numeric sequence should be unique to the particular NCAR M.A. Subpart G Continuing
Airworthiness Management Organisation.
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February, 2018 2 - 25
NCAR M.B.704 CONTINUING OVERSIGHT
(a) CAA Nepal shall keep and update a program listing for each NCAR M.A. Subpart G
approved continuing airworthiness organisations under its supervision, the dates when audit
visits are due and when such visits were carried out.
(b) Each organisation shall be completely audited at periods not exceeding24 Month.
(c) A relevant sample of the aircraft managed by the NCAR M.B. Subpart G approved
organisation shall be surveyed in every 24 month. The size of the sample will be decided by
CAA Nepal based on the result of prior audits and earlier product surveys.
(d) All findings shall be confirmed in writing to the applicant organisation.
(e) CAA Nepal shall record all findings, closure actions (actions required to close a finding) and
recommendations.
(f) A meeting with the accountable manager shall be convened at least once everytwo yearsto
ensure he/she remains informed of significant issues arising during audits.
AMC M.B.704 (b) CONTINUING OVERSIGHT
1. Where CAA Nepal has decided that a series of audit visits are necessary to arrive at a
complete audit of an approved continuing airworthiness management organisation, the
program should indicate which aspects of the approval will be covered on each visit.
2. It is recommended that part of an audit concentrates on two ongoing aspects of the NCAR
M.A. Subpart G approval, namely the organisations internal self monitoring qual ity reports
produced by the quality monitoring personnel to determine if the organisation is identifying
and correcting its problems and secondly the number of concessions granted by the quality
manager.
3. At the successful conclusion of the audit(s) including verification of the exposition, an audit
report form should be completed by the auditing surveyor including all recorded findings,
closure actions and recommendation. A CAAN Form 13 should be used for this activity.
4. Credit may be claimed by CAA Nepal Surveyor(s) for specific item audits completed during
the preceding 23 month period subject to four conditions:
a. the specific item audit should be the same as that required by NCAR M.A. Subpart G
latest amendment, and
b. there should be satisfactory evidence on record that such specific item audits were
carried out and that all corrective actions have been taken, and
c. CAA Nepal surveyor(s) should be satisfied that there is no reason to believe standards
have deteriorated in respect of those specific item audits being granted a back credit;
d. the specific item audit being granted a back credit should be audited not later than th e 24
months after the last audit of the item.
5. When an operator sub-contracts continuing airworthiness management tasks all sub-
contracted organisations should also be audited by CAA Nepal at periods not exceeding 24
Month (credits per paragraph 4 above are permitted) to ensure they fully comply with
NCAR M.A. Subpart G. For these audits, CAA Nepalauditing surveyor should always
ensure that he/she is accompanied throughout the audit by a senior technical member of the
operator. All findings should be sent to and corrected by the operator.
6. When performing the oversight of organisations that hold both NCAR M.A. Subpart F and
NCAR M.A. Subpart G approvals, CAA Nepal should arrange the audits to cover both
approvals avoiding duplicated visit of a particular area.
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(a) When during audits or by other means evidence is found showing non-compliance to the
NCAR Part-M requirement, CAA Nepal shall take the following actions:
1. For level 1 findings, immediate action shall be taken by CAA Nepalto revoke, limit or
suspend in whole or in part, depending upon the extent of the level 1 finding, the
continuing airworthiness management organisation approval, until successful
corrective action has been taken by the organisation.
2. For level 2 findings, CAA Nepal shall grant a corrective action period appropriate to
the nature of the finding that shall not be more than three months. In certain
circumstances, at the end of this first period, and subject to the nature of the finding
CAA Nepal can extend the three month period subject to a satisfactory corrective
action plan.
(b) Action shall be taken by CAA Nepal to suspend in whole or part the approval in case of
failure to comply within the timescale granted by CAA Nepal.
AMC M.B.705 (a) 1
1. For a level 1 finding CAA Nepal should inform the owner/operator of any potentially
affected aircraft in order that corrective action can be taken to ensure possible unsafe
conditions on these aircraft are corrected before further flight.
2. Furthermore, a level 1 finding could lead to a non compliance to be found on an aircraft as
specified in NCAR M.B. 303 (g). In this case, proper action as specified in NCAR M.B.303
(h) would be taken.
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NCAR M.B.706 CHANGES
(a) CAA Nepal shall comply with the applicable elements of the initial approval for any change
to the organisation notified in accordance with NCAR M.A.713.
(b) CAA Nepal may prescribe the conditions under which the approved continuing airworthiness
management organisation may operate during such changes unless it determines that the
approval should be suspended due to the nature or the extent of the changes.
(c) For any change to the continuing airworthiness management exposition:
1. In the case of direct approval of changes in accordance with NCAR M.A.704(b), CAA
Nepal shall verify that the procedures specified in the exposition are in compliance
with NCAR Part-M before formally notifying the approved organisation of the
approval.
2. In the case an indirect approval procedure is used for the approval of the changes in
accordance with NCAR M.A.704(c), CAA Nepal shall ensure:
(i) that the changes remain minor and
(ii) that it has an adequate control over the approval of the changes to ensure they remain in
compliance with the requirements of NCAR Part-M.
AMC M.B.706 CHANGES
1. Changes in nominated persons. CAA Nepal should have adequate control over any changes
to the personnel specified in NCAR M.A.706 (a), (c), (d) and (i). Such changes will require
an amendment to the exposition.
2. It is recommended that a simple exposition status sheet is maintained which contains
information on when an amendment was received by CAA Nepal and when it was approved.
3. CAA Nepal should define the minor amendments to the exposition which may be
incorporated through indirect approval. In this case a procedure should be stated in the
amendment section of the approved continuing airworthiness management exposition.
Changes notified in accordance with NCAR M.A.713 are not considered minor. For all cases
other than minor, the applicable part(s) of CAAN Form 13 should be used for the change.
4. The approved continuing airworthiness management organisation should submit each
exposition amendment to CAA Nepal whether it be an amendment for CAA Nepal approval
or an indirectly approved amendment. Where the amendment requires CAA Nepal approval,
CAA Nepal when satisfied, should indicate its approval in writing. Where the amendment
has been submitted under the indirect approval procedure CAA Nepal should acknowledge
receipt in writing.
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NCAR M.B.707 REVOCATION, SUSPENSION AND LIMITATION OF AN

APPROVAL
CAA Nepal shall:

(a) suspend an approval on reasonable grounds in the case of potential safety threat, or;
(b) suspend, revoke or limit an approval pursuant to NCAR M.B.705.
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SUBPART H - CERTIFICATE OF RELEASE TO SERVICE - CRS
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SUBPART I - AIRWORTHINESS REVIEW CERTIFICATE
NCAR M.B.901 ASSESSMENT OF RECOMMENDATIONS

Upon receipt of an application and associated airworthiness review certificate recommendation in
accordance with NCAR M.A.901:
1. Appropriate qualified personnel from CAA Nepal shall verify that the compliance statement
contained in the recommendation demonstrates that a complete NCAR M.A.710 airworthiness
review has been carried out.
2. CAA Nepal shall investigate and may request further information to support the assessment of
the recommendation.
AMC M.B.901 ASSESSMENT OF RECOMMENDATIONS
1. The result of the verification and the investigation of a recommendation should be sent to
the applicant within 30 days. If corrective action has been requested before the issuance of
an airworthiness review certificate, CAA Nepal may decide a further period for the
assessment of the requested corrective action.
2. The verification of the compliance statement required by NCAR M.B.901 does not mean
repeating the airworthiness review itself. However CAA Nepal should verify that the NCAR
M.A. Subpart G organisation has carried out a complete and accurate assessment of the
airworthiness of the aircraft.
3. Depending on the content of the recommendation, the history of the particular aircraft, and
the knowledge of the NCAR M.A.Subpart G organisation or NCAR M.A.901(g) certifying
staff making the recommendation in terms of experience, number and correction of findings
and previous recommendations the extent of the investigation will vary. Therefore,
whenever possible the person carrying out the investigation should be involved in the
oversight of the NCAR M.A.Subpart G organisation making the recommendation.
4. In some cases, the inspector may decide that it is necessary to organise:
• a physical survey of the aircraft, or;
• a full or partial airworthiness review.
In this case, the inspector should inform the NCAR M.A.Subpart G organisation or NCAR
M.A.901(g) certifying staff making the recommendation with sufficient notice so that it may
organise itself according to NCAR M.A.901 (j).
Furthermore, this part of the investigation should be carried out by appropriate airworthiness
review staff in accordance with NCAR M.B.902(b).
5. Only when satisfied the aircraft is airworthy, should the inspector issue an airworthiness
review certificate
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NCAR M.B.902 AIRWORTHINESS REVIEW BY CAA NEPAL
(a) When CAA Nepal carries out the airworthiness review and issues the airworthiness review
certificate CAAN Form 15a (Appendix III), CAA Nepal shall carry out an airworthiness
review in accordance with NCAR M.A.710.
(b) CAA Nepal shall have appropriate airworthiness review staff to carry out the airworthiness
reviews.
1. For all aircraft used in commercial air transport, and aircraft above 2730 kg MTOM,
except balloons, these staff shall have acquired:
(a) at least five years experience in continuing airworthiness, and;
(b) an appropriate licence in compliance with NCAR Part-66 or a nationally
recognized maintenance personnel qualification appropriate to the aircraft
category or an aeronautical degree or equivalent, and;
(c) formal aeronautical maintenance training, and;
(d) a position with appropriate responsibilities.
Notwithstanding the points "a" to "d" above, the requirement laid down in NCAR
M.B.902(b)1b may be replaced by five years of experience in continuing airworthiness
additional to those already required by NCAR M.B.902(b)1a.
2. For aircraft not used in commercial air transport of 2730 kg MTOM and below, and
balloons, these staff shall have acquired:
(a) at least three years experience in continuing airworthiness, and;
(b) an appropriate licence in compliance with NCAR Part-66 or a nationally
recognized maintenance personnel qualification appropriate to the aircraft
category or an aeronautical degree or equivalent, and;
(c) appropriate aeronautical maintenance training, and;
(d) a position with appropriate responsibilities.
Notwithstanding the points "a" to "d" above, the requirement shown in NCAR
M.B.902(b)2b may be replaced by four years of experience in continuing
airworthiness additional to those already required by NCAR M.B.902(b)2a.
(c) CAA Nepal shall maintain a record of all airworthiness review staff, which shall include
details of any appropriate qualification held together with a summary of relevant continuing
airworthiness management experience and training.
(d) CAA Nepal shall have access to the applicable data as specified in NCAR M.A.305, NCAR
M.A.306 and NCAR M.A.401 in the performance of the airworthiness review.
(e) The staff that carries out the airworthiness review shall issue a CAAN Form 15a after
satisfactory completion of the airworthiness review.
AMC M.B.902 (b) AIRWORTHINESS REVIEW BY CAA NEPAL
1. A person qualified in accordance with AMC M.B.102 (c) subparagraph 1.5 should be
considered as holding the equivalent to an aeronautical degree.
2. “experience in continuing airworthiness” means any appropriate combination of experience in
tasks related to aircraft maintenance and/or continuing airworthiness management
(engineering) and/or surveillance of such tasks.
3. An appropriate licence in compliance with NCAR Part-66 is a category B or C licence in the
subcategory of the aircraft reviewed. It is not necessary to satisfy the recent experience
requirements of NCAR Part-66 at the time of the review or to hold the type rating on the
particular aircraft.
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4. To hold a position with appropriate responsibilities means the airworthiness review staff
should have a position within CAA Nepal that authorises that person to sign on behalf of
CAA Nepal.
5. A person in CAA Nepal carrying out airworthiness reviews or airworthiness certificate
renewal inspections, prior to the date of entry into force of NCAR Part-M should be
considered as complying with NCAR M.B.902(b).
AMC M.B.902(b)(1) AIRWORTHINESS REVIEW BY CAA NEPAL
For all aircraft used in commercial air transport and any other aircraft, other than balloons, above
2730 kg MTOM, formal aeronautical maintenance training means training (internal or external)
supported by evidence on the following subjects:
• Relevant parts of continuing airworthiness regulations.
• Knowledge of the internal procedures for continuing airworthiness.
• Knowledge of a relevant sample of the type(s) of aircraft gained through a formalised
training course. These courses should be at least at a level equivalent to NCAR Part-66
Appendix III Level 1 General Familiarisation.
“Relevant sample” means that these courses should cover typical systems embodied in those aircraft
being within the scope of approval.
AMC M.B.902(b)(2) AIRWORTHINESS REVIEW BY CAA NEPAL
For all balloons and any other aircraft of 2730 Kg MTOM and below, not used in commercial air
transport, appropriate aeronautical maintenance training means demonstrated knowledge of the
following subjects:
• Relevant parts of continuing airworthiness regulations.
• Knowledge of the internal procedures for continuing airworthiness.
• Knowledge of a relevant sample of the type(s) of aircraft gained through training and/or
work experience. Such knowledge should be at least at a level equivalent to NCAR Part-
66 Appendix III Level 1 General Familiarisation.
“Relevant sample” means that these courses should cover typical systems embodied in those aircraft
being within the scope of approval.
This knowledge may be demonstrated by documented evidence or by an assessment performed by
CAA Nepal. This assessment should be recorded.
AMC M.B.902 (c) AIRWORTHINESS REVIEW BY CAA NEPAL
The minimum content of the airworthiness review staff record should be:
- Name,
- Date of Birth,
- Basic Education,
- Experience,
- Aeronautical Degree and/or NCAR Part-66qualification,
- Initial Training received,
- Type Training received,
- Continuation Training received,
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- Experience in continuing airworthiness and within the organisation,

- Responsibilities of current job.
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If during aircraft surveys or by other means evidence is found showing non-compliance to a NCAR
Part-M requirement, CAA Nepal shall take the following actions:
1. for level 1 findings, CAA Nepal shall require appropriate corrective action to be taken
before further flight and immediate action shall be taken by CAA Nepal to revoke or
suspend the airworthiness review certificate.
2. for level 2 findings, the corrective action required by CAA Nepal shall be appropriate to the
nature of the finding.
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Chapter 3- Appendices to the impleting rules & AMC to Appendices
CHAPTER 3 -APPENDICES TO THE IMPLEMENTING RULES

& AMC TO APPENDICES
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APPENDIX I: CONTINUING AIRWORTHINESS ARRANGEMENT

1. When an owner contracts an NCAR M.A. Subpart G approved continuing airworthiness
organisation in accordance with NCAR M.A.201 to carry out continuing airworthiness
management tasks, upon request by CAA Nepal a copy of the arrangement shall be sent by
the owner to CAA Nepalonce it has been signed by both parties.
2. The arrangement shall be developed taking into account the requirements of NCAR Part-M
and shall define the obligations of the signatories in relation to continuing airworthiness of
the aircraft.
3. It shall contain as a minimum the:
- aircraft registration,
- aircraft type,
- aircraft serial number,
- aircraft owner or registered lessee's name or company details including the address,
- NCAR M.A. Subpart G approved continuing airworthiness organisation details including
the address.
4. It shall state the following:
"The owner entrusts to the approved organisation the management of the continuing
airworthiness of the aircraft, the development of a maintenance programme that shall be
approved by CAA Nepal, and the organisation of the maintenance of the aircraft according
to said maintenance programme in an approved organisation.
According to the present arrangement, both signatories undertake to follow the respective
obligations of this arrangement.
The owner certifies, to the best of their belief that all the information given to the approved
organisation concerning the continuing airworthiness of the aircraft is and will be accurate
and that the aircraft will not be altered without prior approval of the approved organisation.
In case of any non-conformity with this arrangement, by either of the signatories, it will
become null. In such a case, the owner will retain full responsibility for every task linked to
the continuing airworthiness of the aircraft and the owner will undertake to inform CAA
Nepal within two full weeks."
5. When an owner contracts an NCAR M.A. Subpart G approved continuing airworthiness
organisation in accordance with NCAR M.A.201 the obligations of each party shall be
shared as follows:
5.1. Obligations of the approved organisation:
1. have the aircraft type in the scope of its approval;
2. respect the conditions to maintain the continuing airworthiness of the aircraft listed below:
a) develop a maintenance programme for the aircraft, including any reliability programme
developed, if applicable;
b) declare the maintenance tasks (in the maintenance programme) that may be carried out
by the pilot-owner in accordance with NCAR M.A.803(c);
c) organise the approval of the aircraft’s maintenance programme;
d) once it has been approved, give a copy of the aircraft’s maintenance programme to the
owner;
e) organise a bridging inspection with the aircraft’s prior maintenance programme;
f) organise for all maintenance to be carried out by an approved maintenance organisation;
g) organise for all applicable airworthiness directives to be applied;
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h) organise for all defects discovered during scheduled maintenance, airworthiness reviews
or reported by the owner to be corrected by an approved maintenance organisation;
i) coordinate scheduled maintenance, the application of airworthiness directives, the
replacement of life limited parts, and component inspection requirements;
j) inform the owner each time the aircraft shall be brought to an approved maintenance
organisation;
k) manage all technical records;
l) archive all technical records;
3. organise the approval of any modification to the aircraft in accordance with NCAR Chapter
C.5 before it is embodied;
4. organise the approval of any repair to the aircraft in accordance with the NCAR Chapter C.5
before it is carried out;
5. inform CAA Nepal whenever the aircraft is not presented to the approved maintenance
organisation by the owner as requested by the approved organisation;
6. inform CAA Nepal whenever the present arrangement has not been respected;
7. carry out the airworthiness review of the aircraft when necessary and issue the airworthiness
review certificate or the recommendation to CAA Nepal;
8. send within 10 days a copy of any airworthiness review certificate issued or extended to
CAA Nepal;
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform CAA Nepal whenever the present arrangement is denounced by either party.
5.2. Obligations of the owner:
1. have a general understanding of the approved maintenance programme;
2. have a general understanding of NCAR Part-M;
3. present the aircraft to the approved maintenance organisation agreed with the approved
organisation at the due time designated by the approved organisation’s request;
4. not modify the aircraft without first consulting the approved organisation;
5. inform the approved organisation of all maintenance exceptionally carried out without the
knowledge and control of the approved organisation;
6. report to the approved organisation through the logbook all defects found during operations;
7. inform CAA Nepal whenever the present arrangement is denounced by either party;
8. inform CAA Nepal and the approved organisation whenever the aircraft is sold;
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform on a regular basis the approved organisation about the aircraft flying hours and any
other utilisation data, as agreed with the approved organisation;
11.enter the certificate of release to service in the logbooks as mentioned in NCAR M.A.803(d)
when performing pilot-owner maintenance without exceeding the limits of the maintenance
tasks list as declared in the approved maintenance programme as laid down in NCAR
M.A.803(c);
12. inform the approved continuing airworthiness management organisation responsible for the
management of the continuing airworthiness of the aircraft not later than 30 days after
completion of any pilot-owner maintenance task in accordance with NCAR M.A.305(a).
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APPENDIX II: AUTHORISED RELEASE CERTIFICATECAANFORM 1

These instructions relate only to the use of the CAAN Form 1 for maintenance purposes. Attention is
drawn to EASA Part-21 which covers the use of the CAAN Form 1 for production purposes.
1. PURPOSE AND USE
1.1 The primary purpose of the Certificate is to declare the airworthiness of
maintenance work undertaken on products, parts and appliances (hereafter referred
to as ‘item(s)’).
1.2 Correlation must be established between the Certificate and the item(s). The
originator must retain a Certificate in a form that allows verification of the original
data.
1.3 The Certificate is acceptable to many airworthiness authorities, but may be
dependent on the existence of bilateral agreements and/or the policy of the
airworthiness authority. The ‘approved design data’ mentioned in this Certificate
then means approved by CAA Nepal.
1.4 The Certificate is not a delivery or shipping note.
1.5 Aircraft are not to be released using the Certificate.
1.6 The Certificate does not constitute approval to install the item on a particular
aircraft, engine, or propeller but helps the end user determine its airworthiness
approval status.
1.7 A mixture of production released and maintenance released items is not permitted
on the same Certificate.
2. GENERAL FORMAT
2.1 The Certificate must comply with the format attached including block numbers and
the location of each block. The size of each block may however be varied to suit the
individual application, but not to the extent that would make the Certificate
unrecognisable.
2.2 The Certificate must be in ‘landscape’ format but the overall size may be
significantly increased or decreased so long as the Certificate remains recognisable
and legible. If in doubt consult CAA Nepal.
2.3 The User/Installer responsibility statement can be placed on either side of the form.
2.4 All printing must be clear and legible to permit easy reading.
2.5 The Certificate may either be pre-printed or computer generated but in either case
the printing of lines and characters must be clear and legible and in accordance with
the defined format.
2.6 The Certificate should be in English, and if appropriate, in one or more other
languages.
2.7 The details to be entered on the Certificate may be either machine/computer printed
or hand-written using block letters and must permit easy reading.
2.8 Limit the use of abbreviations to a minimum, to aid clarity.
2.9 The space remaining on the reverse side of the Certificate may be used by the
originator for any additional information but must not include any certification
statement. Any use of the reverse side of the Certificate must be referenced in the
appropriate block on the front side of the Certificate.
3. COPIES
3.1 There is no restriction in the number of copies of the Certificate sent to the customer
or retained by the originator.
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4. ERROR(S) ON A CERTIFICATE
4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them in writing to
the originator. The originator may issue a new Certificate only if the error(s) can be
verified and corrected.
4.2 The new Certificate must have a new tracking number, signature and date.
4.2 The request for a new Certificate may be honoured without re-verification of the
item(s) condition. The new Certificate is not a statement of current condition and
should refer to the previous Certificate in block 12 by the following statement; “This
Certificate corrects the error(s) in block(s) [enter block(s) corrected] of the
Certificate [enter original tracking number] dated [enter original issuance date] and
does not cover conformity/condition/release to service”. Both Certificates should be
retained according to the retention period associated with the first.
5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR
Block 1 Approving Competent Authority/Country
CAANepal/ Nepal
Block 2 Form 1 header:
“AUTHORISED RELEASE CERTIFICATE
CAAN FORM 1”
Block 3 Form Tracking Number
Enter the unique number established by the numbering system/procedure of the organisation
identified in block 4; this may include alpha/numeric characters.
Block 4 Organisation Name and Address
Enter the full name and address of the approved organisation (refer to CAAN Form 3)
releasing the work covered by this Certificate. Logos, etc., are permitted if the logo can be
contained within the block.
Block 5 Work Order/Contract/Invoice
To facilitate customer traceability of the item(s), enter the work order number, contract
number, invoice number, or similar reference number.
Block 6 Item
Enter line item numbers when there is more than one line item. This block permits easy
cross-referencing to the Remarks block 12.
Block 7 Description
Enter the name or description of the item. Preference should be given to the term used in the
instructions for continued airworthiness or maintenance data (e.g. Illustrated Parts
Catalogue, Aircraft Maintenance Manual, Service Bulletin, Component Maintenance
Manual).
Block 8 Part Number
Enter the part number as it appears on the item or tag/packaging. In case of an engine or
propeller the type designation may be used.
Block 9 Quantity
State the quantity of items.
Block 10 Serial Number
If the item is required by regulations to be identified with a serial number, enter it here.
Additionally, any other serial number not required by regulation may also be entered. If
there is no serial number identified on the item, enter “N/A”.
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Block 11 Status/Work
The following describes the permissible entries for block 11. Enter only one of these terms –
where more than one may be applicable, use the one that most accurately describes the
majority of the work performed and/or the status of the article.
(i)Overhauled
Means a process that ensures the item is in complete conformity with all the applicable
service tolerances specified in the type certificate holder’s, or equipment manufacturer’s
instructions for continued airworthiness, or in the data which is approved or accepted by
CAA Nepal. The item will be at least disassembled, cleaned, inspected, repaired as
necessary, reassembled and tested in accordance with the above specified data.
(ii)Repaired
Rectification of defect(s) using an applicable standard.*
(iii)Inspected/Tested
Examination, measurement, etc. in accordance with an applicable standard* (e.g. visual
inspection, functional testing, bench testing etc.).
(iv) Modified
Alteration of an item to conform to an applicable standard.
*Applicable standard means a manufacturing / design / maintenance / quality standard,
method, technique or practice approved by or acceptable to CAA Nepal. The applicable
standard shall be described in block 12.
Block 12 Remarks
Describe the work identified in Block 11, either directly or by reference to supporting
documentation, necessary for the user or installer to determine the airworthiness of item(s)
in relation to the work being certified. If necessary, a separate sheet may be used and
referenced from the main CAAN Form 1. Each statement must clearly identify which
item(s) in Block 6 it relates to.
Examples of information to be entered in block 12 are:
(i) Maintenance data used, including the revision status and reference.
(ii) Compliance with airworthiness directives or service bulletins.
(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
(ix) Information needed to support shipment with shortages or re-assembly after
delivery.
(x) For maintenance organisations approved in accordance with Subpart F of NCAR
Part-M, the component certificate of release to service statement referred to in
NCAR M.A.613:
“Certifies that, unless otherwise specified in this block, the work identified in block
11 and described in this block was accomplished in accordance to the requirements
of Section A, Subpart F of NCAR Part-M and in respect to that work the item is
considered ready for release to service. THIS IS NOT A RELEASE UNDER NCAR
PART-145.”
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If printing the data from an electronic CAAN Form 1, any appropriate data not fit
for other blocks should be entered in this block.
Block 13a-13e
General Requirements for blocks 13a-13e: Not used for maintenance release. Shade, darken,
or otherwise mark to preclude inadvertent or unauthorised use.
Block 14a
Mark the appropriate box(es) indicating which regulations apply to the completed work. If
the box “other regulations specified in block 12” is marked, then the regulations of the other
airworthiness authority(ies) must be identified in block 12. At least one box must be marked,
or both boxes may be marked, as appropriate.
For all maintenance carried out by maintenance organisations approved in accordance with
Section A, Subpart F of NCAR Part-M, the box “other regulation specified in block 12”
shall be ticked and the certificate of release to service statement made in block 12. In that
case, the certification statement “unless otherwise specified in this block” is intended to
address the following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by NCAR Part-M.
(c) Where the maintenance was carried out in accordance with a requirement other than
that specified in NCAR Part-M. In this case block 12 shall specify the particular
national regulation.
For all maintenance carried out by maintenance organisations approved in accordance with
Section A of NCAR Part-145, the certification statement “unless otherwise specified in
block 12” is intended to address the following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by NCAR Part-145.
(c) Where the maintenance was carried out in accordance with a requirement other than
that specified in NCAR Part-145. In this case block 12 shall specify the particular
national regulation.
Block 14b Authorised Signature
This space shall be completed with the signature of the authorised person. Only persons
specifically authorised under the rules and policies of CAA Nepal are permitted to sign this
block. To aid recognition, a unique number identifying the authorised person may be added.
Block 14c Certificate/Approval Number
Enter the Certificate/Approval number/reference. This number or reference is issued by
CAA Nepal.
Block 14d Name
Enter the name of the person signing block 14b in a legible form.
Block 14e Date
Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day,
mmm = first 3 letters of the month, yyyy = 4 digit year.
User/Installer Responsibilities
Place the following statement on the Certificate to notify end users that they are not relieved
of their responsibilities concerning installation and use of any item accompanied by the
form:
“THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY
TO INSTALL.
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WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH

REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN THE
AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT
THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY
ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN
BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION
CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST
CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH
THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE
AIRCRAFT MAY BE FLOWN.”
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1. CAA NEPAL 2. AUTHORISED RELEASE CERTIFICATE 3. Form Tracking Number
CAAN FORM 1
Issue 03
4. Organisation Name and Address: 5. Work Order/Contract/Invoice
February, 2018
6. Item 7. Description 8. Part No. 9. Qty. 10. Serial No. 11. Status/Work
12. Remarks
13a. Certifies that the items identified above were manufactured in 14a. NCAR Part-145.A.50 Release to Service Other regulation specified in
conformity to: block 12
3-9
approved design data and are in a condition for safe operation Certifies that unless otherwise specified in block 12, the work identified in block
11 and described in block 12, was accomplished in accordance with NCAR Part-145
non-approved design data specified in block 12 and in respect to that work the items are considered ready for release to service.
13b. Authorised Signature 13c. Approval/ Authorisation 14b. Authorised Signature 14c. Certificate/Approval Ref. No.
Number
13d. Name 13e. Date (dd mmm yyyy) 14d. Name 14e. Date (dd mmm yyyy)
USER/INSTALLER RESPONSIBILITIES
This certificate does not automatically constitute authority to install the item(s).
Where the user/installer performs work in accordance with regulations of an airworthiness authority different than the airworthiness authority specified in
block 1, it is essential that the user/installer ensures that his/her airworthiness authority accepts items from the airworthiness authority specified in block 1.
Statements in blocks 13a and 14a do not constitute installation certification. In all cases aircraft maintenance records must contain an installation certification
issued in accordance with the national regulations by the user/installer before the aircraft may be flown.
CAAN Form 1
AMC TO APPENDIX II TO NCAR PART-M USE OF CAAN FORM 1 FOR

MAINTENANCE
1. The following formats of an issued CAAN Form 1 or equivalent certificate are acceptable:
• A paper certificate bearing a signature (both originals and copies are accepted);
• A paper certificate generated from an electronic system (printed from electronically stored
data) when complying with the following subparagraph 2;
• An electronic CAAN Form 1 or equivalent when complying with the following
subparagraph 2.
2. Electronic signature and electronic exchange of CAAN Form 1
a) Submission to CAA Nepal
Any organisation intending to implement an electronic signature procedure to issue CAAN Form 1
and/or to exchange electronically such data contained onCAAN Form 1 should document it and
submit it to CAA Nepal as part of the documents attached to its exposition.
b) Characteristics of the electronic system generating CAAN Form 1.
The electronic system should:
• guarantee secure access for each certifying staff;
• ensure integrity and accuracy of the data certified by the signature on the form and be able to
show evidence of the authenticity of the CAAN Form 1 (recording and record keeping) with
suitable security, safeguards and backups;
• be active only at the location where the part is being released with CAAN Form 1;
• not permit to sign a blank form;
• provide a high degree of assurance that the data has not been modified after signature (if
modification is necessary after issuance, i.e., re-certification of a part, a new form with a
new number and reference to the initial issuance should be made).
• provide for a ‘personal’ electronic signature, identifying the signatory. The signature should
be generated only in presence of the signatory.
An electronic signature means data in electronic form which is attached to or logically associated
with other electronic data and which serves as a method of authentication and should meet the
following criteria:
• it is uniquely linked to the signatory;
• it is capable of identifying the signatory;
• it is created using means that the signatory can maintain under his sole control.
This electronic signature should be an electronically generated value based on a cryptographic
algorithm and appended to data in a way to enable the verification of the data’s source and integrity.
Organisation(s) are reminded that additional CAA Nepal national requirements may need to be
satisfied when operating electronic systems. The electronic system should be based on a policy and
management structure (confidentiality, integrity and availability), such as:
• Administrators, signatories;
• Scope of authorisation, rights;
• Password and secure access, authentication, protections, confidentiality;
• Track changes;
• Minimum blocks to be completed, completeness of information;
• Archives;
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• etc.
The electronic system generating CAAN Form 1 may contain additional data such as;
• Manufacturer code;
• Customer identification code;
• Workshop report;
• Inspection results;
• etc.
c) Characteristics of CAAN Form 1 generated from the electronic system
To facilitate understanding and acceptance of CAAN Form 1 released with an electronic signature,
the following statement should be in Block 14b: ‘Electronic Signature on File’.
In addition to this statement, it is accepted to print or display a signature in any form, such as a
representation of the hand-written signature of the person signing (i.e. scanned signature) or a
representation of their name.
When printing the electronic form, CAAN Form 1 should meet the general format as specified in
Appendix II to NCAR Part-M. A watermark-type ‘PRINTED FROM ELECTRONIC FILE’ should
be printed on the document.
When the electronic file contains a hyperlink to data required to determine the airworthiness of the
item(s), the data associated to the hyperlink, when printed, should be in a legible format and be
identified as a reference from CAAN Form 1.
Additional information not required by CAAN Form 1 completion instructions may be added to the
printed copies of CAAN Form 1, as long as the additional data do not prevent a person from filling
out, issuing, printing, or reading any portion of CAAN Form 1. This additional data should be
provided only in block 12 unless it is necessary to include it in another block to clarify the content of
that block.
d) Electronic exchange of the electronic CAAN Form 1
The electronic exchange of the electronic CAAN Form 1 should be accomplished on a voluntary
basis. Both parties (issuer and receiver) should agree on electronic transfer of CAAN Form 1.
For that purpose, the exchange needs to include:
• all data of CAAN Form 1, including referenced data required by CAAN Form 1 completion
instructions;
• all data required for authentication of the CAAN Form 1.
• In addition, the exchange may include:
• data necessary for the electronic format;
• additional data not required by CAAN Form 1 completion instructions, such as manufacturer
code, customer identification code.
• The system used for the exchange of the electronic CAAN Form 1 should provide:
• A high level of digital security; the data should be protected, not altered or not corrupted;
• Traceability of data back to its source.
Trading partners wishing to exchange CAAN Form 1 electronically should do so in accordance with
the means of compliance stated in this document. It is recommended that they use an established,
common, industry method such as Air Transport Association (ATA) Spec 2000 Chapter 16.
The organisation(s) are reminded that additional national and/or European requirements may need to
be satisfied when operating the electronic exchange of the electronic CAAN Form 1.
The receiver should be capable of regenerating CAAN Form 1 from the received data without
alteration; if not, the system should revert back to the paper system.
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When the receiver needs to print the electronic form, refer to subparagraph c) here above.
GM TO APPENDIX II TO NCAR PART-M USE OF CAAN FORM 1 FOR
MAINTENANCE
CAAN Form 1 Block 12 ‘Remarks’
Examples of data to be entered in this block as appropriate:-
• Maintenance documentation used, including the revision status, for all work performed and
not limited to the entry made in block 11.
A statement such as ‘in accordance with the CMM’ is not acceptable.
• NDT methods with appropriate documentation used when relevant.
• Compliance with airworthiness directives or service bulletins.
• Repairs carried out.
• Modifications carried out.
• Replacement parts installed.
• Life-limited parts status.
• Shelf life limitations.
• Deviations from the customer work order.
• Release statements to satisfy a foreign Civil Aviation Authority maintenance requirement.
• Information needed to support shipment with shortages or re-assembly after delivery.
• References to aid traceability, such as batch numbers.”
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APPENDIX III: AIRWORTHINESS REVIEW CERTIFICATE – CAAN

FORM 15
[CIVIL AVIATION AUTHORITY OF NEPAL]

AIRWORTHINESS REVIEW CERTIFICATE
ARC reference: ………..
Pursuant to CAA Nepal regulation for the time being into force, the following continuing
airworthiness management organisation, approved in accordance with Section A, Subpart G of
NCAR Part-M
[NAME OF ORGANISATION APPROVED AND ADDRESS]
Approval reference: [CAA Nepal CODE].MG.[NNNN].
hereby certifies that it has performed an airworthiness review in accordance with M.A.710 of
NCAR Part-M on the following aircraft :
Aircraft manufacturer:…………………………………
Manufacturer’s designation:……………………………..
Aircraft registration:………………………………………..
Aircraft serial number:…………………………………….
and this aircraft is considered airworthy at the time of the review.
Date of issue: .................................... Date of expiry: ……………………………………
Airframe Flight Hours (FH) at date of issue (*)
Signed: .............................................. Authorisation No: ……………………………......
1st Extension: The aircraft has remained in a controlled environment in accordance with M.A.901
of NCAR Part-M for the last year. The aircraft is considered to be airworthy at the time of the issue.
Date of issue: .................................... Date of expiry: ………………………………
Signed: .............................................. Authorisation No:…………………………….....
Company Name: ............................... Approval reference:……………………………..
2nd Extension: The aircraft has remained in a controlled environment in accordance with M.A.901
Date of issue: ..................................... Date of expiry: ……………………………………
Signed: .............................................. Authorisation No: ……………………………...
Company Name: ................................ Approval reference: ……………………………
CAAN Form 15b Issue 3
(*) except for balloons and airships
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AIRWORTHINESS REVIEW CERTIFICATE
ARC reference: ………........
Pursuant to CAA Nepal Regulation for the time being into force, the CAA Nepal hereby certifies
that the following aircraft:
Aircraft manufacturer:…………………………………
Manufacturer’s designation:……………………………..
Aircraft registration:………………………………………..
Aircraft serial number:…………………………………….
is considered airworthy at the time of the review.
Signed: .............................................. Authorisation No: ……………………………......
1st Extension: The aircraft has remained in a controlled environment in accordance with M.A.901
Signed: .............................................. Authorisation No: ……………………………........
Company Name: ............................... Approval reference: ……………………………......
2nd Extension: The aircraft has remained in a controlled environment in accordance with M.A.901
Date of issue: ..................................... Date of expiry: ........................................................
Signed: .............................................. Authorisation No: ...................................................
Company Name: ................................ Approval reference:................................................
CAAN Form 15a Issue 3
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APPENDIX IV:CLASS AND RATINGS SYSTEM TO BE USED FOR THE

APPROVAL OF MAINTENANCE ORGANISATIONS REFERRED TO IN
NCAR PART-M SUBPART F AND NCAR PART-145
1. Except as stated otherwise for the smallest organisations in paragraph 12, the tablereferred to in
point 13provides the standard system for the approval of maintenance organisation under Subpart
F NCAR Part-M and NCAR Part-145. An organisation must be granted an approval ranging from
a single class and rating with limitations to all classes and ratings with limitations.
2. In addition to the table referred to in point 13, the approved maintenance organisation is required
to indicate its scope of work in its maintenance organisation manual/exposition. See also
paragraph 11.
3. Within the approval class(es) and rating(s) granted by CAA Nepal, the scope of work specified in
the maintenance organisation exposition defines the exact limits of approval. It is therefore
essential that the approval class(es) and rating(s) and the organisations scope of work are
matching.
4. A category Aclass rating means that the approved maintenance organisation may carry out
maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units
(APUs), in accordance with aircraft maintenance data or, if agreed by CAA Nepal, in accordance
with component maintenance data, only whilst such components are fitted to the aircraft.
Nevertheless, such A-rated approved maintenance organisation may temporarily remove a
component for maintenance, in order to improve access to that component, except when such
removal generates the need for additional maintenance not eligible for the provisions of this
paragraph. This will be subject to a control procedure in the maintenance organisation exposition
to be approved by CAA Nepal. The limitation section will specify the scope of such maintenance
thereby indicating the extent of approval.
5. A category Bclass rating means that the approved maintenance organisation may carry out
maintenance on the uninstalled engine and/or APU and engine and/or APU components, in
accordance with engine and/or APU maintenance data or, if agreed by CAA Nepal, in accordance
with component maintenance data, only whilst such components are fitted to the engine and/or
APU. Nevertheless, such B-rated approved maintenance organisation may temporarily remove a
component for maintenance, in order to improve access to that component, except when such
removal generates the need for additional maintenance not eligible for the provisions of this
paragraph. The limitation section will specify the scope of such maintenance thereby indicating
the extent of approval. A maintenance organisation approved with a category B class rating may
also carry out maintenance on an installed engine during ‘base’ and ‘line’ maintenance subject to
a control procedure in the maintenance organisation exposition to be approved by CAA Nepal.
The maintenance organisation exposition scope of work shall reflect such activity where
permitted by CAA Nepal.
6. A category Cclass rating means that the approved maintenance organisation may carry out
maintenance on uninstalled components (excluding engines and APUs) intended for fitment to
the aircraft or engine/APU. The limitation section will specify the scope of such maintenance
thereby indicating the extent of approval. A maintenance organisation approved with a category
C class rating may also carry out maintenance on an installed component during base and line
maintenance or at an engine/APU maintenance facility subject to a control procedure in the
maintenance organisation exposition to be approved by CAA Nepal. The maintenance
organisation exposition scope of work shall reflect such activity where permitted by CAA Nepal.
7. A category Dclass rating is a self-contained class rating not necessarily related to a specific
aircraft, engine or other component. The D1 - Non Destructive Testing (NDT) rating is only
necessary for an approved maintenance organisation that carries out NDT as a particular task for
another organisation. A maintenance organisation approved with a class rating in A or B or C
category may carry out NDT on products it is maintaining subject to the maintenance
organisation exposition containingNDT procedures, without the need for a D1 class rating.
8. In the case of maintenance organisations approved in accordance with NCAR Part-145, category
A class ratings are subdivided into ‘Base’ or ‘Line’ maintenance. Such an organisation may be
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approved for either ‘Base’ or ‘Line’ maintenance or both. It should be noted that a ‘Line’ facility
located at a main base facility requires a ‘Line’ maintenance approval.
9. The limitation section is intended to give CAA Nepal the flexibility to customise the approval to
any particular organisation. Ratings shall be mentioned on the approval only when appropriately
limited. The table referred to in point 13specifies the types of limitation possible. Whilst
maintenance is listed last in each class rating it is acceptable to stress the maintenance task rather
than the aircraft or engine type or manufacturer, if this is more appropriate to the organisation (an
example could be avionic systems installations and related maintenance). Such mention in the
limitation section indicates that the maintenance organisation is approved to carry out
maintenance up to and including this particular type/task.
10.When reference is made to series, type and group in the limitation section of class A and B, series
means a specific type series such as Airbus 300 or 310 or 319 or Boeing 737-300 series or
RB211-524 series or Cessna 150 or Cessna 172 or Beech 55 series or continental O-200 series
etc; type means a specific type or model such as Airbus 310-240 type or RB 211-524 B4 type or
Cessna 172RG type; any number of series or types may be quoted; group means for example
Cessna single piston engine aircraft or Lycoming non-supercharged piston engines etc.
11.When a lengthy capability list is used which could be subject to frequent amendment, then such
amendment may be in accordance with the indirect approval procedure referred to in M.A.604(c)
and M.B.606(c) or 145.A.70(c) and 145.B.40, as applicable.
12.A maintenance organisation which employs only one person to both plan and carry out all
maintenance can only hold a limited scope of approval rating. The maximum permissible limits
are:
CLASS RATING LIMITATION
CLASS AIRCRAFT RATING A2 AEROPLANES PISTON ENGINE 5700 KG

5700 KG AND BELOW AND BELOW
CLASS AIRCRAFT RATING A3 HELICOPTERS SINGLE PISTON ENGINE

3175 KG AND BELOW
CLASS AIRCRAFT RATING A4 AIRCRAFT NO LIMITATION

OTHER THAN A1, A2 AND
A3
CLASS ENGINES RATING B2 PISTON LESS THAN 450 HP
CLASS COMPONENTS C1 TO C22 AS PER CAPABILITY LIST

RATING OTHER THAN
COMPLETE ENGINES OR
APU’S.
CLASS SPECIALISED D1 NDT NDT METHOD(S) TO BE

SPECIFIED
It should be noted that such an organisation may be further limited by CAA Nepal in the scope of
approval dependent upon the capability of the particular organisation.
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13. Table
CLASS RATING LIMITATION BASE LINE
AIRCRAFT A1 Aeroplanes [Rating reserved to Maintenance Organisations approved [YES/ [YES/

above 5700 kg in accordance with NCAR Part-145] NO]* NO]*
[Shall state aeroplane manufacturer or group or series or
type and/or the maintenance tasks]
Example: Airbus A320 Series
A2 Aeroplanes [Shall state aeroplane manufacturer or group or series or [YES/ [YES/

5700 kg and type and/or the maintenance tasks] NO]* NO]*
below
Example: DHC-6 Twin Otter Series
State whether the issue of recommendations and
Airworthiness Review Certificates is authorized or not (only
possible for LA1 aircraft not involved in Commercial
Operatios)
A3 Helicopters [Shall state helicopter manufacturer or group or series or [YES/ [YES/

type and/or the maintenance task(s)] NO]* NO]*
Example: Robinson R44
A4 Aircraft [Shall state aircraft series or type and/or the maintenance [YES/ [YES/
other than A1, task(s).] NO]* NO]*
A2 and A3
[State whether the issue of recommendations and
Airworthiness Review Certificates is authorized or not (only
possible for LA1 aircraft not involved in Commercial
Operatios)]
ENGINES B1 Turbine [Shall state engine series or type and/or the maintenance task(s)] Example:
PT6A Series
B2 Piston [Shall state engine manufacturer or group or series or type and/or the
maintenance task(s)]
B3 APU [Shall state engine manufacturer or series or type and/or the maintenance
task(s)]
C1 Air Cond
&Press
COMPONE C2 Auto Flight

NTS OTHER
THAN C3 Comms and [Shall state aircraft type or aircraft manufacturer or component manufacturer
COMPLETE Nav or the particular component and/or cross refer to a capability list in the
ENGINES exposition and/or the maintenance task(s)]
OR APUs C4 Doors -
Hatches
C5 Electrical
Power & Lights
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C6 Equipment
C7 Engine - APU Example: PT6A Fuel Control
C8 Flight
Controls
C9 Fuel
C10 Helicopter -
Rotors
C11 Helicopter -
Trans
C12 Hydraulic
Power
C13 Indicating -
recording
system
C14 Landing
Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
& Vacuum
C18 Protection
ice/rain/fire
C19 Windows
C20 Structural
C21 Water
ballast
C22 Propulsion
Augmentation
SPECIALISE D1 Non [Shall state particular NDT method(s)]

D Destructive
Testing
SERVICES
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APPENDIX V: MAINTENANCE ORGANISATION APPROVAL REFERRED

TO NCAR PART-M SUBPART F
Page 1 of 2
MAINTENANCE ORGANISATION APPROVAL CERTIFICATE
Reference: [CAA Nepal CODE ]
Pursuant to applicable regulation for the time being in force and subject to the condition specified below,
CAA Nepal hereby certifies:
[COMPANY NAME AND ADDRESS]
as a maintenance organisation in compliance with Section A, Subpart F of NCAR Part-M, approved to

maintain the products, parts and appliances listed in the attached approval schedule and issue related
certificates of release to service using the above references.
CONDITIONS:
1. This approval is limited to that specified in the scope of work section of the approved maintenance
organisation manual as referred to in Section A of Subpart F of NCAR Part-M; and
2. This approval requires compliance with the procedures specified in the approved maintenance
organisation manual; and
3. This approval is valid whilst the approved maintenance organisation remains in compliance with
NCAR Part-M.
4. Subject to compliance with the foregoing conditions, this approval shall remain valid for the
duration mentioned in the NCAR Part M unless the approval has previously been surrendered,
superseded, suspended or revoked.
Date of original issue: .........................

Date of this revision: ........................
Revision No: ………………
Signed: ...........................
For CAA Nepal
CAAN Form 3 Issue 3
Issue 03
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Page 2 of 2
MAINTENANCE ORGANISATION APPROVAL SCHEDULE
Reference:
Organisation: [COMPANY NAME AND ADDRESS]
CLASS RATING LIMITATION
AIRCRAFT ** *** ***
*** ***
ENGINES ** *** ***
*** ***
COMPONENTS *** ***

OTHER THAN
*** ***
COMPLETE
ENGINES OR *** ***
APUs **
*** ***
*** ***
*** ***
SPECIALISED *** ***

SERVICES **
*** ***
This approval is limited to the products, parts and appliances and to the activities specified in the scope
of work section of the approved maintenance organisation manual,
Maintenance Organisation Manual reference: .................................................................
Date of original issue: .........................
Date of last revision approved: ........................ Revision No: ………………
Signed: ...........................
For CAA Nepal
CAAN Form 3 Issue 3
** Delete as appropriate if the organisation is not approved.

*** Complete with the appropriate rating and limitation
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AMC TO APPENDIX V TO NCAR PART-M MAINTENANCE

ORGANISATION APPROVAL REFERRED TO IN NCAR PART-M SUBPART F
The following fields on page 2 “Maintenance Organisation Approval Schedule” of the maintenance
organisation approval certificate should be completed as follows:
• Date of original issue: It refers to the date of the original issue of the maintenance
organisation manual.
• Date of last revision approved: It refers to the date of the last revision of the maintenance
organisation manual affecting the content of the certificate. Changes to the maintenance
organisation manual which do not affect the content of the certificate do not require the
reissuance of the certificate.
• Revision no: It refers to the revision No of the last revision of the maintenance organisation
manual affecting the content of the certificate. Changes to the maintenance organisation
manual which do not affect the content of the certificate do not require the reissuance of the
certificate.
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APPENDIX VI: CONTINUING AIRWORTHINESS MANAGEMENT

ORGANISATION APPROVAL REFERRED TO IN NCAR PART-M
SUBPART G
Page 1 of 2
CIVIL AVIATION AUTHORITY OF NEPAL
CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION APPROVAL CERTIFICATE
Reference:
Pursuant to CAA Nepal Regulation for the time being in force and subject to the condition specified below,
CAA Nepal hereby certifies:
[COMPANY NAME AND ADDRESS]
as a continuing airworthiness management organisation in compliance with Section A, Subpart G of NCAR
Part-Mapproved to manage the continuing airworthiness of the aircraft listed in the attached schedule of
approval and, when stipulated, to issue recommendation and airworthiness review certificate after an
airworthiness review as specified in M.A.710 of NCAR Part-M and, when stipulated, to issue permits to fly as
specified in M.A.711(c) of NCAR Part-M.
CONDITIONS
1. This approval is limited to that specified in the scope of approval section of the approved continuing
airworthiness management exposition as referred to in Section A, Subpart G of NCAR Part-M.
2. This approval requires compliance with the procedures specified in the NCAR Part-M approved continuing
3. This approval is valid whilst the approved continuing airworthiness management organisation remains in
compliance with NCAR Part-M.
4. Where the continuing airworthiness management organisation contracts under its Quality System the
service of an/several organisation(s), this approval remains valid subject to such organisation(s) fulfilling
applicable contractual obligations.
5. Subject to compliance with the conditions 1 to 4 above, this approval shall remain valid for the duration
mentioned in NCAR Part-M unless the approval has previously been surrendered, superseded, suspended or
revoked.
If this form is also used for AOC holders, the AOC number shall be added to the reference, in addition to
the standard number, and the condition 5 shall be replaced by the following extra conditions:
6. This approval does not constitute an authorisation to operate the types of aircraft referred in paragraph 1.
The authorisation to operate the aircraft is the Air Operator Certificate (AOC).
7. Termination, suspension or revocation of the AOC automatically invalidates the present approval in relation
to the aircraft registrations specified in the AOC, unless otherwise explicitly stated by CAA Nepal.
8. Subject to compliance with the previous conditions, this approval shall remain valid for the duration
mentioned in NCAR Part-Munless the approval has previously been surrendered, superseded, suspended or
revoked.
Date of original issue: ………………………..
Date of re-issue:……………….
Date of Expiry:……………….
Signed: ………………………..
Date of this revision: ……………………Revision No: ………………………..
For CAA Nepal
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Page 2 of 2
CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

APPROVAL SCHEDULE
Reference: [CAA Nepal CODE]
(ref. AOC XX.XXXX)
Organisation: [COMPANY NAME AND ADDRESS]
Aircraft type/series/group Airworthiness Permit to fly Organisation(s) working under

review authorised Authorised quality system
[YES / NO] *** [YES / NO] ***
[YES / NO] *** [YES / NO] ***
[YES / NO] *** [YES / NO] ***
[YES / NO] *** [YES / NO] ***
This approval schedule is limited to that specified in the scope of approval contained in the approved Continuing
Airworthiness Management Exposition section …….
Continuing Airworthiness Management Exposition Reference: ………..
Date of original issue: ……………………..
Signed: …………………….
Date of this revision: …………………….. Revision No: ……………………
For CAA Nepal
CAAN Form 14
*** Delete as appropriate if the organisation is not approved
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AMC TO APPENDIX VI TO NCAR PART-M CONTINUING AIRWORTHINESS

MANAGEMENT ORGANISATION APPROVAL REFERRED TO IN NCAR
PART-M SUBPART G
The following fields on page 2 “Continuing Airworthiness Management Organisation Approval
Schedule” of the continuing airworthiness management organisation approval certificate should be
completed as follows:
• Date of original issue: It refers to the date of the original issue of the continuing airworthiness
management exposition
• Date of last revision: It refers to the date of the last revision of the continuing airworthiness
management exposition affecting the content of the certificate. Changes to the continuing
airworthiness management exposition which do not affect the content of the certificate do not
require the reissuance of the certificate.
• Revision no: It refers to the revision No of the last revision of the continuing airworthiness
management exposition affecting the content of the certificate. Changes to the continuing
airworthiness management exposition which do not affect the content of the certificate do not
require the reissuance of the certificate.”
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APPENDIX VII : COMPLEX MAINTENANCE TASKS

The following constitutes the complex maintenance tasks referred to in NCAR M.A.502(d)3,
NCAR M.A.801(b)2 and NCAR M.A.801(c):
1. The modification, repair or replacement by riveting, bonding, laminating, or welding of any of the
following airframe parts:
(a) a box beam;
(b) a wing stringer or chord member;
(c) a spar;
(d) a spar flange;
(e) a member of a truss-type beam;
(f) the web of a beam;
(g) a keel or chine member of a flying boat hull or a float;
(h) a corrugated sheet compression member in a wing or tail surface;
(i) a wing main rib;
(j) a wing or tail surface brace strut;
(k) an engine mount;
(l) a fuselage longeron or frame;
(m) a member of a side truss, horizontal truss or bulkhead;
(n) a seat support brace or bracket;
(o) a seat rail replacement;
(p) a landing gear strut or brace strut;
(q) an axle;
(r) a wheel; and
(s) a ski or ski pedestal, excluding the replacement of a low-friction coating.
2. The modification or repair of any of the following parts:
(a) aircraft skin, or the skin of an aircraft float, if the work requires the use of a support, jig or
fixture;
(b) aircraft skin that is subject to pressurization loads, if the damage to the skin measures more
than 15 cm (6 inches) in any direction;
(c) a load-bearing part of a control system, including a control column, pedal, shaft, quadrant, bell
crank, torque tube, control horn and forged or cast bracket, but excluding
(i) the swaging of a repair splice or cable fitting, and
(ii) the replacement of a push-pull tube end fitting that is attached by riveting; and
(d) any other structure, not listed in (1), that a manufacturer has identified as primary structure in
its maintenance manual, structural repair manual or instructions for continuing airworthiness.
3. The performance of the following maintenance on a piston engine:
(a) dismantling and subsequent reassembling of a piston engine other than
(i) to obtain access to the piston/cylinder assemblies; or
(ii) to remove the rear accessory cover to inspect and/or replace oil pump assemblies, where
such work does not involve the removal and re-fitment of internal gears;
Issue 03
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(b) dismantling and subsequent reassembling of reduction gears;

(c) welding and brazing of joints, other than minor weld repairs to exhaust units carried out by a
suitably approved or authorised welder but excluding component replacement;
(d) the disturbing of individual parts of units which are supplied as bench tested units, except for
the replacement or adjustment of items normally replaceable or adjustable in service.
4. The balancing of a propeller, except:
(a) for the certification of static balancing where required by the maintenance manual;
(b) dynamic balancing on installed propellers using electronic balancing equipment where
permitted by the maintenance manual or other approved airworthiness data;
5. Any additional task that requires:
(a) specialized tooling, equipment or facilities; or
(b) significant coordination procedures because of the extensive duration of the tasks and the
involvement of several persons.
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AMC TO APPENDIX VII “COMPLEX MAINTENANCE TASKS
The sentence “suitably approved or authorised welder” contained in Appendix VII, paragraph 3(c),
means that the qualification should meet an officially recognised standard or, otherwise, should be
accepted by CAA Nepal as per NCAR Chapter D.6.
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APPENDIX VIII: LIMITED PILOT-OWNER MAINTENANCE

In addition to the requirements laid down in NCAR Part-M, the following basic principles are to be
complied with before any maintenance task is carried out under the terms of Pilot-owner
maintenance:
(a) Competence and responsibility
1. The Pilot-owner is always responsible for any maintenance that he performs.
2. Before carrying out any Pilot-owner maintenance tasks, the Pilot-owner must satisfy himself that
he is competent to do the task. It is the responsibility of Pilot-owners to familiarize themselves with
the standard maintenance practices for their aircraft and with the aircraft maintenance programme.
If the Pilot-owner is not competent for the task to be carried out, the task cannot be released by the
Pilot-owner.
3. The Pilot-owner (or his contracted continuing airworthiness management organisation referred to
in Subpart G, Section A of NCAR Part-M is responsible for identifying the Pilot-owner tasks
according to these basic principles in the maintenance programme and for ensuring that the
document is updated in a timely manner.
4. The approval of the maintenance programme has to be carried out in accordance with NCAR
M.A.302.
(b) Tasks
The Pilot-owner may carry out simple visual inspections or operations to check for general condition
and obvious damage and normal operation of the airframe, engines, systems and components.
Maintenance tasks shall not be carried out by the Pilot-owner when the task:
1. is critically safety related, whose incorrect performance will drastically affect the airworthiness
of the aircraft or is a flight safety sensitive maintenance task as specified in NCAR M.A.402(a)
and/or;
2. requires the removal of major components or major assembly and/or;
3. is carried out in compliance with an Airworthiness Directive or an Airworthiness Limitation
Item, unless specifically allowed in the AD or the ALI and/or;
4. requires the use of special tools, calibrated tools (except torque wrench and crimping tool)
and/or;
5. requires the use of test equipments or special testing (e.g. NDT, system tests or operational
checks for avionic equipment) and/or;
6. is composed of any unscheduled special inspections (e.g. heavy landing check) and/or;
7. is effecting systems essential for the IFR operations and/or;
8. is listed in Appendix VII or is a component maintenance task in accordance with M.A.502.
The criteria 1 to 8 listed above cannot be overridden by less restrictive instructions issued in
accordance with "NCAR M.A.302(d) Maintenance Programme".
Any task described in the aircraft flight manual as preparing the aircraft for flight (Example:
assembling the glider wings or pre-flight), is considered to be a pilot task and is not considered a
Pilot-owner maintenance task and therefore does not require a Certificate of Release to Service.
(c) Performance of the maintenance Pilot-owner tasks and records
The maintenance data as specified in NCAR M.A.401 must be always available during the conduct of
Pilot-owner maintenance and must be complied with. Details of the data referred to in the conduct of
Pilot-owner maintenance must be included in the Certificate of Release to Service in accordance with
NCAR M.A.803(d).
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The Pilot-owner must inform the approved continuing airworthiness management organisation
responsible for the continuing airworthiness of the aircraft (if applicable) not later than 30 days after
completion of the Pilot-owner maintenance task in accordance with NCAR M.A.305(a).
AMC TO APPENDIX VIII “LIMITED PILOT OWNER MAINTENANCE”
1. The lists here below specify items that can be expected to be completed by an owner who holds a
current and valid pilot licence for the aircraft type involved and who meets the competence and
responsibility requirements of Appendix VIII to NCAR Part-M.
2. The list of tasks may not address in a detailed manner the specific needs of the various aircraft
categories. In addition, the development of technology and the nature of the operations
undertaken by these categories of aircraft cannot be always adequately considered.
3. Therefore, the following lists are considered to be the representative scope of limited Pilot-owner
maintenance referred to in NCAR M.A.803 and Appendix VIII:
• Part A applies to aeroplanes;
• Part B applies to rotorcraft;
• Part C applies to sailplanes and powered sailplanes;
• Part D applies to balloons and airships.
4. Inspection tasks/checks of any periodicity included in an approved maintenance programme can be
carried out providing that the specified tasks are included in the generic lists ofParts A to D of this
AMC and remains compliant with NCAR Part-M Appendix VIII basic principles.
The content of periodic inspections/checks as well as their periodicity is not regulated or
standardised in an aviation specification. It is the decision of the manufacturer/Type Certificate
Holder (TCH) to recommend a schedule for each specific type of inspection/check.
For an inspection/check with the same periodicity for different TCHs, the content may differ, and
in some cases may be critically safety-related and may need the use of special tools or knowledge
and thus would not qualify for Pilot-owner maintenance. Therefore, the maintenance carried out
by the Pilot-owner cannot be generalised to specific inspections such as 50 Hrs, 100 Hrs or 6
Month periodicity.
The Inspections to be carried out are limited to those areas and tasks listed in this AMC to
Appendix VIII; this allows flexibility in the development of the maintenance programme and does
not limit the inspection to certain specific periodic inspections. A 50 Hrs/6 Month periodic
inspection for a fixed wing aeroplane as well as the one-year inspection on a glider may normally
be eligible for Pilot-owner maintenance.
TABLES
Note:Tasks in Part A or Part B shown with ** exclude IFR operations following Pilot-owner
maintenance. For these aircraft to operate under IFR operations, these tasks should be released by an
appropriate licensed engineer.
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Part A“PILOT-OWNER MAINTENANCE TASKS FOR POWERED AIRCRAFT

(AEROPLANES)”
ATA Area Task Aeroplanes

<=2730 kg
09 Towing Tow release unit and tow cable retraction mechanism – Cleaning, Yes
lubrication and tow cable replacement (including weak links).
Mirror –Installation and replacement of mirrors. Yes
11 Placards Placards, Markings – Installation and renewal of placards and markings Yes
required by AFM and AMM.
12 Servicing Lubrication – Those items not requiring a disassembly other than of non- Yes
structural items such as cover plates, cowlings and fairings.
20 Standard Safety Wiring – Replacement of defective safety wiring or cotter keys, Yes
Practices excluding those in engine controls, transmission controls and flight control
systems.
Simple Non-Structural Standard Fasteners – Replacement and Yes

adjustment, excluding the replacement of receptacles and anchor nuts
requiring riveting.
21 Air Conditioning Replacement of flexible hoses and ducts. Yes
23 Communication Communication devices – Remove and replace self contained, instrument Yes**
panel mount communication devices with quick disconnect connectors,
excluding IFR operations.
24 Electrical power Batteries – Replacement and servicing, excluding servicing of Ni-Cd Yes**
batteries and IFR operations.
Wiring – Repairing broken circuits in non critical equipment, excluding Yes

ignition system, primary generating system and required communication,
navigation system and primary flight instruments.
Bonding – Replacement of broken bonding cable. Yes
Fuses – Replacement with the correct rating. Yes
25 Equipment Safety Belts – Replacement of safety belts and harnesses excluding belts Yes
fitted with airbag systems.
Seats – Replacement of seats or seat parts not involving disassembly of Yes

any primary structure or control system.
Non-essential instruments and/or equipment - Replacement of self Yes

contained, instrument panel mount equipment with quick disconnect
connectors.
Oxygen System – Replacement of portable oxygen bottles and systems in Yes

approved mountings, excluding permanently installed bottles and
systems.
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ELT – Removal/Reinstallation. Yes
27 Flight controls Removal or reinstallation of co-pilot control column and rudder pedals Yes
where provision for quick disconnect is made by design.
28 Fuel System Fuel Filter elements – Cleaning and/or replacement. Yes
30 Ice and Rain Windscreen Wiper – Replacement of wiper blade. Yes

Protection
31 Instruments Instrument Panel – Removal and reinstallation provided this it is a design Yes**
feature with quick disconnect connectors, excluding IFR operations.
Pitot Static System – Simple sense and leak check, excluding IFR Yes**
operations.
Drainage – Drainage of water drainage traps or filters within the Pitot Yes**
Static system excluding IFR operations.
Instruments – Check for legibility of markings and those readings are Yes
consistent with ambient conditions.
32 Landing Gear Wheels – Removal, replacement and servicing, including replacement of Yes
wheel bearings and lubrication.
Servicing – Replenishment of hydraulic fluid. Yes
Shock Absorber – Replacement of elastic cords or rubber dampers. Yes
Shock Struts – Replenishment of oil or air. Yes
Skis – Changing between wheel and ski landing gear. Yes
Landing skids – Replacement of landing skids and skid shoes. Yes
Wheel fairings (spats) – Removal and reinstallation. Yes
Mechanical brakes – Adjustment of simple cable operated systems. Yes
Brake – Replacement of worn brake pads. Yes
33 Lights Lights – Replacement of internal and external bulbs, filaments, reflectors Yes
and lenses.
34 Navigation Software – Updating self contained, instrument panel mount navigational Yes
software databases, excluding automatic flight control systems and
transponders.
Navigation devices – Removal and replacement of self contained, Yes**

instrument panel mount navigation devices with quick disconnect
connectors, excluding automatic flight control systems, transponders,
primary flight control system and IFR operations.
Self contained data logger – Installation, data restoration. Yes
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51 Structure Fabric patches – Simple patches extending over not more than one rib Yes
and not requiring rib stitching or removal of structural parts or control
surfaces.
Protective Coating – Applying preservative material or coatings where no Yes

disassembly of any primary structure or operating system is involved.
Surface finish - Minor restoration where no disassembly of any primary Yes

structure or operating system is involved This includes application of
signal coatings or thin foils as well as registration markings.
Fairings – Simple repairs to non-structural fairings and cover plates which Yes
do not change the contour.
52 Doors and Doors - Removal and reinstallation Yes

Hatches
53 Fuselage Upholstery, furnishing – Minor repairs which do not require disassembly of Yes
primary structure or operating systems, or interfere with control systems.
56 Windows Side Windows - Replacement if it does not require riveting, bonding or Yes
any special process
61 Propeller Spinner – Removal and reinstallation. Yes
71 Powerplant Cowling – Removal and reinstallation not requiring removal of propeller or Yes
installation disconnection of flight controls.
Induction System – Inspection and replacement of induction air filter. Yes
72 Engine Chip detectors – Removal, checking and reinstallation provided the chip Yes
detector is a self-sealing type and not electrically indicated.
73 Engine fuel Strainer or Filter elements – Cleaning and/or replacement. Yes
Fuel - Mixing of required oil into fuel. Yes
74 Ignition Spark Plugs – Removal, cleaning, adjustment and reinstallation. Yes
75 Cooling Coolant - Replenishment of coolant fluid. Yes
77 Engine Indicating Engine Indicating – Removal and replacement of self contained, Yes
instrument panel mount indicators that have quick-release connectors
and do not employ direct reading connections.
79 Oil System Strainer or filter elements – Cleaning and/or replacement. Yes
Oil – Changing or replenishment of engine oil and gearbox fluid. Yes
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Part B “PILOT-OWNER MAINTENANCE TASKS FOR ROTORCRAFT”
ATA Area Task Single

Engine
Rotorcraft
<=2730 kg
11 Placards Placards, Markings – Installation and renewal of placards and markings Yes
required by AFM and AMM.
12 Servicing Fuel, oil, hydraulic, de-iced and windshield liquid replenishment. Yes
Lubrication – Those items not requiring a disassembly other than of non- Yes
structural items such as cover plates, cowlings and fairings.
20 Standard Safety Wiring – Replacement of defective safety wiring or cotter keys, Yes
Practices excluding those in engine controls, transmission controls and flight
control systems.
Simple non-structural standard fasteners – Replacement and adjustment, Yes

excluding latches and the replacement of receptacles and anchor nuts
requiring riveting.
21 Air Conditioning Replacement of flexible hoses and ducts. Yes
23 Communication Communication devices – Remove and replace self contained, instrument Yes**
panel mount communication devices with quick disconnect connectors,
excluding IFR operations.
24 Electrical power Batteries – Replacement and servicing, excluding servicing of Ni-Cd Yes**
batteries and IFR operations.
Wiring – Repairing broken circuits in noncritical equipment, excluding Yes

ignition system, primary generating system and required communication,
navigation system and primary flight instruments.
Bonding – Replacement of broken bonding cable excluding bonding on Yes

rotating parts and flying controls.
Fuses – Replacement with the correct rating. Yes
25 Equipment Safety Belts - Replacement of safety belts and harnesses excluding belts Yes
fitted with airbag systems.
Seats – Replacement of seats or seat parts not involving disassembly of Yes

any primary structure or control system excluding flight crew seats.
Removal/installation of emergency flotation gears with quick disconnect Yes

connectors.
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Non-essential instruments and/or equipment - Replacement of self Yes

contained, instrument panel mount equipment with quick disconnect
connectors.
ELT - Removal/Reinstallation. Yes
30 Ice and rain Windshield wiper replacement Yes

protection
31 Instruments Instrument Panel– Removal and reinstallation provided this it is a design Yes**
feature with quick disconnect connectors, excluding IFR operations.
Pitot Static System – Simple sense and leak check, excluding IFR Yes**
operations.
Drainage – Drainage of water drainage traps or filters within the Pitot Yes**
Static system excluding IFR operations.
Instruments – Check for legibility of markings and those readings are Yes
consistent with ambient conditions.
32 Landing Gears Wheels – Removal, replacement and servicing, including replacement of Yes
wheel bearings and lubrication.
Replacement of skid wear shoes. Yes
Fit and remove snow landing pads. Yes
Servicing – Replenishment of hydraulic fluid. Yes
Brake – Replacement of worn brake pads. Yes
33 Lights Lights – replacement of internal and external bulbs, filaments, reflectors Yes
and lenses.
34 Navigation Software – Updating self contained, instrument panel mount navigational Yes
software databases, excluding automatic flight control systems and
transponders.
Navigation devices – Remove and replace self contained, instrument Yes**

panel mount navigation devices with quick disconnect connectors,
excluding automatic flight control systems, transponders, primary flight
control system and IFR operations.
Self contained data logger – Installation, data restoration. Yes
51 Structure Protective Coating – Applying preservative material or coatings where no Yes

disassembly of any primary structure or operating system is involved.
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Surface finish - Minor restoration where no disassembly of any primary Yes

structure or operating system is involved, excluding intervention on main
and tail rotors. This includes application of signal coatings or thin foils as
well as Registration markings.
Fairings – Simple repairs to non-structural fairings and cover plates which Yes
do not change the contour.
52 Doors Doors - Removal and reinstallation. Yes
53 Fuselage Upholstery, furnishing – Minor repairs which do not require disassembly Yes
of primary structure or operating systems, or interfere with control
systems.
56 Windows Side Windows - Replacement if it does not require riveting, bonding or Yes
any special process.
62 Main rotor Removal/installation of main rotor blades that are designed for removal Yes
where special tools are not required (tail rotor blades excluded) limited to
installation of the same blades previously removed refitted in the original
position.
63 Transmission Chip detectors – Remove, check and replace provided the chip detector is Yes
a self-sealing type and not electrically indicated.
65
67 Flight control Removal or reinstallation of co-pilot cyclic and collective controls and yaw Yes
pedals where provision for quick disconnect is made by design.
71 Powerplant Cowlings - Removal and re-fitment. Yes

installation
72 Engine Chip detectors –removal, checking and reinstallation provided the chip Yes
detector is a self sealing type and not electrically indicated.
79 Oil System Filter elements – Replacement, provided that the element is of the “spin Yes
on/off” type.
Oil - Changing or replenishment of engine oil. Yes
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Part C “PILOT-OWNER MAINTENANCE TASKS FOR SAILPLANES AND POWERED

SAILPLANES”
Abbreviations applicable to this Part:
N/A not applicable for this category
SP sailplane
SSPS self-sustained powered sailplane
SLPS/TM self-launching powered sailplane/touring motorglider
ATA Area Task SP SSPS SLPS/TM
08 Weighing Recalculation – Small changes of the Trim plan without needing a Yes Yes Yes
reweighing.
09 Towing Tow release unit and tow cable retraction mechanism – Cleaning, Yes Yes Yes
lubrication and tow cable replacement (including weak links).
Mirror - Installation and replacement of mirrors. Yes Yes Yes
11 Placards Placards, Markings – Installation and renewal of placards and Yes Yes Yes
markings required by AFM and AMM.
12 Servicing Lubrication – Those items not requiring a disassembly other than of Yes Yes Yes
non-structural items such as cover plates, cowlings and fairings.
20 Standard. Safety Wiring – Replacement of defective safety wiring or cotter Yes Yes Yes
Practices keys, excluding those in engine controls, transmission controls and
flight control systems.
Simple Non-Structural Standard Fasteners – Replacement and Yes Yes Yes

adjustment, excluding the replacement of receptacles and anchor
nuts requiring riveting.
Free play – Measurement of the free play in the control system and Yes Yes Yes
the wing to fuselage attachment including minor adjustments by
simple means provided by the manufacturer.
21 Air Replacement of flexible hoses and ducts. Yes Yes Yes

Conditioning
23 Communicat Communication devices – Remove and replace self contained, Yes Yes Yes
ion instrument panel mount communication devices with quick
disconnect connectors.
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24 Electrical Batteries and solar panels – Replacement and servicing. Yes Yes Yes
power
Wiring - Installation of simple wiring connections to the existing Yes Yes Yes
wiring for additional non-required equipment such as electric
variometers, flight computers but excluding required
communication, navigation systems and engine wiring.
Wiring – Repairing broken circuits in landing light and any other Yes Yes Yes
wiring for non-required equipment such as electrical variometers or
flight computers, excluding ignition system, primary generating
system and required communication, navigation system and
primary flight instruments.
Bonding – Replacement of broken bonding cable. Yes Yes Yes
Switches – This includes soldering and crimping of non- required Yes Yes Yes
equipment such as electrical variometers or flight computers, but
excluding ignition system, primary generating system and required
communication, navigation system and primary flight instruments.
Fuses – Replacement with the correct rating. Yes Yes Yes
25 Equipments Safety Belts – Replacement of safety belt and harnesses. Yes Yes Yes
Seats – Replacement of seats or seat parts not involving Yes Yes Yes
disassembly of any primary structure or control system.
Non-essential instruments and/or equipments - Replacement of self Yes Yes Yes

contained, instrument panel mount equipment with quick
disconnect connectors.
Removal and installation of non-required instruments and/or Yes Yes Yes

equipment.
Wing Wiper, Cleaner – Servicing, removal and reinstallation not Yes Yes Yes
involving disassembly or modification of any primary structure,
control.
Static Probes – Removal or reinstallation of variometer static and Yes Yes Yes
total energy compensation probes.
Oxygen System – Replacement of portable oxygen bottles and Yes Yes Yes
systems in approved mountings, excluding permanently installed
bottles and systems.
Air Brake Chute – Installation and servicing Yes Yes Yes
ELT – Removal / Reinstallation. Yes Yes Yes
26 Fire Fire Warning – Replacement of sensors and indicators. N/A Yes Yes
Protection
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27 Flight Gap Seals – Installation and servicing if it does not require complete Yes Yes Yes
Control flight control removal.
Control System – Measurement of the control system travel without Yes Yes Yes
removing the control surfaces.
Control Cables – Simple optical Inspection for Condition. Yes Yes Yes
Gas Dampener – Replacement of Gas Dampener in the Control or Yes Yes Yes
Air Brake System.
Co-pilot stick and pedals - Removal or reinstallation where provision Yes Yes Yes
for quick disconnect is made by design.
28 Fuel System Fuel lines – Replacement of prefabricated fuel lines fitted with self- N/A Yes NO
sealing couplings.
Fuel Filter – Cleaning and/or replacement. N/A Yes Yes
31 Instruments Instrument Panel– Removal and reinstallation provided this is a Yes Yes Yes
design feature with quick disconnect, excluding IFR operations.
Pitot Static System – Simple sense and leak check. Yes Yes Yes
Instrument Panel vibration damper/shock absorbers- Replacement. Yes Yes Yes
Drainage – Drainage of water drainage traps or filters within the Yes Yes Yes
Pitot static system.
Flexible tubes - Replacement of damaged tubes. Yes Yes Yes
32 Landing Wheels – Removal, replacement and servicing, including Yes Yes Yes
Gear replacement of wheel bearings and lubrication.
Servicing – Replenishment of hydraulic fluid Yes Yes Yes
Shock Absorber – Replacement or servicing of elastic cords or Yes Yes Yes

rubber dampers.
Shock Struts – Replenishment of oil or air. Yes Yes Yes
Landing gear doors - Removal or reinstallation and repair including Yes Yes Yes
operating straps.
Skis – Changing between wheel and ski landing gear. Yes Yes Yes
Skids – Removal or reinstallation and servicing of main, wing and Yes Yes Yes
tail skids.
Wheels fairing (spats) – Removal and reinstallation. Yes Yes Yes
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Mechanical brakes – Adjustment of simple cable operated systems. Yes Yes Yes
Brake – Replacement of worn brake pads. Yes Yes Yes
Springs – Replacement of worn or aged springs. Yes Yes Yes
Gear Warning –Removal or reinstallation of simple gear warning Yes Yes Yes
systems.
33 Lights Lights – Replacement of internal and external bulbs, filaments, N/A N/A Yes
reflectors and lenses.
34 Navigation Software – Updating self contained, instrument panel mount Yes Yes Yes
navigational software databases, excluding automatic flight control
systems and transponders and including update of non-required
instruments/equipments.
Navigation devices – Removal and replacement of self contained, Yes Yes Yes
instrument panel mount navigation devices with quick disconnect
connectors, excluding automatic flight control systems,
transponders, primary flight control system.
Self contained data logger – Installation, data restoration. Yes Yes Yes
51 Structure Fabric patches – Simple patches extending over not more than one Yes Yes Yes
rib and not requiring rib stitching or removal of structural parts or
control surfaces.
Protective Coating – Applying preservative material or coatings Yes Yes Yes

where no disassembly of any primary structure or operating system
is involved.
Surface finish - Minor restoration of paint or coating where the Yes Yes Yes
underlying primary structure is not affected. This includes
application of signal coatings or thin foils as well as Registration
markings.
Fairings – Simple repairs to non-structural fairings and cover plates Yes Yes Yes
which do not change the contour.
52 Doors Doors - Removal and reinstallation. Yes Yes Yes
53 Fuselage Upholstery, furnishing – Minor repairs which do not require Yes Yes Yes
disassembly of primary structure or operating systems, or interfere
with control systems.
56 Windows Side Windows - Replacement if it does not require riveting, bonding Yes Yes Yes
or any special process.
Canopies - Removal and re-fitment. Yes Yes Yes
Gas dampener – Replacement of Canopy Gas dampener. Yes Yes Yes
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57 Wings Wing Skids – Removal or reinstallation and service of lower wing Yes Yes Yes
skids or wing roller including spring assembly.
Water ballast – Removal or reinstallation of flexible tanks. Yes Yes Yes
Turbulator and sealing tapes – Removal or reinstallation of Yes Yes Yes

approved sealing tapes and turbulator tapes.
61 Propeller Spinner – Removal and reinstallation. N/A Yes Yes
71 Powerplant Removal or installation of Powerplant unit including engine and N/A Yes NO
installation propeller.
Cowling - Removal and reinstallation not requiring removal of N/A Yes Yes
propeller or disconnection of flight controls.
Induction System – Inspection and replacement of induction air N/A Yes Yes
filter.
72 Engine Chip detectors – Removal, checking and reinstallation provided the N/A Yes Yes
chip detector is a self sealing type and not electrically indicated.
73 Engine fuel Strainer or Filter elements – Cleaning and/or replacement. N/A Yes Yes
Fuel - Mixing of required oil into fuel. N/A Yes Yes
74 Ignition Spark Plugs – Removal, cleaning, adjustment and reinstallation. N/A Yes Yes
75 Cooling Coolant – Replenishment of coolant fluid. N/A Yes Yes
76 Engine Controls – Minor adjustments of non-flight or propulsion controls N/A Yes NO

Controls whose operation is not critical for any phase of flight.
77 Engine Engine Indicating – Removal and replacement of self contained N/A Yes Yes
Indicating instrument panel mount indicators that have quick-release
connectors and do not employ direct reading connections.
79 Oil System Strainer or Filter elements – Cleaning and/or replacement. N/A Yes Yes
Oil – Changing or replenishment of engine oil and gearbox fluid. N/A Yes Yes
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Part D “PILOT-OWNER MAINTENANCE TASKS FOR BALLOONS/AIRSHIPS”
Area and Task Hot Air Hot Air Gas

Airship Balloon Balloon
A) ENVELOPE
1- Fabric repairs - excluding complete panels (as defined in, and in accordance Yes Yes No
with, Type Certificate holders' instructions) not requiring load tape repair or
replacement.
2- Nose line - Replacement Yes N/A N/A
3- Banners - fitment, replacement or repair (without sewing). Yes Yes Yes
4- Melting link (temperature flag) - replacement. Yes Yes N/A
5-Temperature transmitter and temperature indication cables - removal or Yes Yes N/A
reinstallation.
6- Crown line - replacement (where permanently attached to the crown ring). No Yes N/A
7- Scoop or skirt-replacement or repair of (including fasteners). Yes Yes N/A
B) BURNER
8- Burner - cleaning and lubrication. Yes Yes N/A
9- Piezoigniters - adjustment. Yes Yes N/A
10- Burner jets - cleaning and replacement. Yes Yes N/A
11- Burner frame corner buffers - replacement or reinstallation. Yes Yes N/A
12- Burner Valves - adjustment of closing valve not requiring special tools or Yes Yes N/A
test equipment.
C) BASKET AND GONDOLA
13- Basket/gondola frame trim - repair or replacement. Yes Yes Yes
14- Basket/gondola runners (including wheels) - repair or replacement. Yes Yes Yes
15- External rope handles - repair. Yes Yes Yes
16- Replacement of seat covers - upholsteries and safety belts. Yes Yes Yes
D) FUEL CYLINDER
17- Liquid valve - replacement of O-rings in the outlet. Yes Yes No
E) INSTRUMENTS AND EQUIPMENT
18- Batteries - replacement of for self contained instruments and Yes Yes Yes
communication equipment.
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19- Communication, navigation devices, instruments and/or equipment – Yes Yes Yes
Remove and replace self contained, instrument panel mounted communication
devices with quick disconnect connectors.
F) ENGINES
20- Cleaning and Lubrication not requiring disassembly other than removal of Yes N/A N/A
non-structural items such as cover plates, cowlings and fairings.
21- Cowling-removal and re-fitment not requiring removal of the propeller Yes N/A N/A
22- Fuel and oil strainers and/or filter elements - Removal, cleaning and/or Yes N/A N/A
replacement
23- Batteries - replacing and servicing (excluding servicing of Ni-Cd batteries). Yes N/A N/A
24- Propeller Spinner – removal and installation for inspection. Yes N/A N/A
25- Powerplant - Removal or installation of powerplant unit including engine Yes N/A N/A
and propeller.
26- Engine- Chip detectors – remove, check and replace. Yes N/A N/A
27- Ignition Spark Plug – removal or installation and adjustment including gap Yes N/A N/A
clearance.
28- Coolant fluid - replenishment. Yes N/A N/A
29- Engine Controls - minor adjustments of non-flight or propulsion controls Yes N/A N/A
whose operation is not critical for any phase of flight.
30- Engine instruments - removal and replacement. Yes N/A N/A
31- Lubrication oil – changing or replenishment of engine oil and gearbox Yes N/A N/A
fluid.
32- Fuel lines - replacement of prefabricated hoses with self- sealing Yes N/A N/A
couplings.
33- Air filters (if installed) – removal, cleaning and replacement. Yes N/A N/A
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Chapter 4 Appendices to AMC
CHAPTER 4 – APPENDICES TO AMC
APPENDIX I TO AMC M.A.302 AND AMC M.B.301 (b)

Content of the maintenance programme
1 General requirements
1.1 The maintenance programme should contain the following basic information:
1.1.1 The type/model and registration number of the aircraft, engines and, where applicable,
auxiliary power units and propellers
1.1.2 The name and address of the owner, operator or NCAR M.A Subpart G approved
organisation managing the aircraft airworthiness.
1.1.3 The reference, the date of issue and issue number of the approved maintenance
programme.
1.1.4 A statement signed by the owner, operator or NCAR M.A Subpart G approved
organisation managing the aircraft airworthiness to the effect that the specified aircraft will be
maintained to the programme and that the programme will be reviewed and updated as required.
1.1.5 Contents/list of effective pages and their revision status of the document.
1.1.6 Check periods, which reflect the anticipated utilisation of the aircraft. Such utilisation
should be stated and include a tolerance of not more than 25%. Where utilisation cannot be
anticipated, calendar time limits should also be included.
1.1.7 Procedures for the escalation of established check periods, where applicable and
acceptable to CAA Nepal.
1.1.8 Provision to record the date and reference of approved amendments incorporated in the
1.1.9 Details of pre-flight maintenance tasks that are accomplished by maintenance staff.
1.1.10 The tasks and the periods (intervals/frequencies) at which each part of the aircraft,
engines, APU’s, propellers, components, accessories, equipment, instruments, electrical and radio
apparatus, together with the associated systems and installations should be inspected. This should
include the type and degree of inspection required.
1.1.11 The periods at which components should be checked, cleaned, lubricated, replenished,
adjusted and tested.
1.1.12 If applicable details of ageing aircraft system requirements together with any specified
sampling programmes.
1.1.13 If applicable details of specific structural maintenance programmes where issued by the
type certificate holder including but not limited to:
a. Maintenance of structural Integrity by damage Tolerance and Supplemental Structural
Inspection Programmes (SSID).
b. Structural maintenance programmes resulting from the SB review performed by the
TC holder.
c. Corrosion prevention and control.
d. Repair Assessment.
e. Widespread Fatigue Damage.
1.1.14 If applicable, details of Critical Design Configuration Control Limitations together with
appropriate procedures.
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1.1.15 If applicable a statement of the limit of validity in terms of total flight cycles/calendar
date/flight hours for the structural programme in 1.1.13.
1.1.16 The periods at which overhauls and/or replacements by new or overhauled components
should be made.
1.1.17 A cross-reference to other documents approved by CAA Nepal which contain the details of
maintenance tasks related to mandatory life limitations, Certification Maintenance Requirements
(CMR’s) and ADs.
Note: To prevent inadvertent variations to such tasks or intervals these items should not be
included in the main portion of the maintenance programme document, or any planning control
system, without specific identification of their mandatory status.
1.1.18 Details of, or cross-reference to, any required reliability programme or statistical methods
of continuous Surveillance.
1.1.19 A statement that practices and procedures to satisfy the programme should be to the
standards specified in the TC holder’s Maintenance Instructions. In the case of approved practices
and procedures that differ, the statement should refer to them.
1.1.20 Each maintenance task quoted should be defined in a definition section of the programme.
2 Programme basis
2.1 An owner or an NCAR M.A Subpart G approved organisation’s aircraft maintenance
programme should normally be based upon the MRB report, where applicable, and the TC
holder’s maintenance planning document or Chapter 5 of the maintenance manual, (i.e. the
manufacturer’s recommended maintenance programme).
The structure and format of these maintenance recommendations may be re-written by the owner
or the NCAR M.A Subpart G approved organisation to better suit the operation and control of the
particular maintenance programme.
2.2 For a newly type-certificated aircraft where no previously approved maintenance programme
exists, it will be necessary for the owner or the NCAR M.A Subpart G approved organisation to
comprehensively appraise the manufacturer’s recommendations (and the MRB report where
applicable), together with other airworthiness information, in order to produce a realistic
programme for approval.
2.3 For existing aircraft types it is permissible for the operator to make comparisons with
maintenance programmes previously approved. It should not be assumed that a programme
approved for one owner or the NCAR M.A Subpart G approved organisation would automatically
be approved for another.
Evaluation should be made of the aircraft/fleet utilisation, landing rate, equipment fi t and, in
particular, the experience of the owner or the NCAR M.A Subpart G approved organisation when
assessing an existing programme.
Where CAA Nepal is not satisfied that the proposed maintenance programme can be used as is,
CAA Nepal should request appropriate changes such as additional maintenance tasks or de-
escalation of check frequencies as necessary.
2.4 Critical Design Configuration Control Limitations (CDCCL)
If CDCCL have been identified for the aircraft type by the TC/STC holder, maintenance
instructions should be developed. CDCCL’s are characterised by features in an aircraft
installation or component that should be retained during modification, change, repair, or
scheduled maintenance for the operational life of the aircraft or applicable comp onent or part.
3 Amendments
Amendments (revisions) to the approved maintenance programme should be made by the owner
or the NCAR M.A Subpart G approved organisation, to reflect changes in the TC holder’s
recommendations, modifications, service experience, or as required by CAA Nepal.
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4 Permitted variations to maintenance periods

The owner or the NCAR M.A. Subpart G approved organisation may only vary the periods
prescribed by the programme with the approval of CAA Nepal or through a procedure developed
in the maintenance programme and approved by CAA Nepal.
5 Periodic review of maintenance programme contents
5.1 The owner or the NCAR M.A. Subpart G approved organisation’s approved maintenance
programmes should be subject to periodic review to ensure that they reflect current TC holder’s
recommendations, revisions to the MRB report if applicable, mandatory requirements and the
maintenance needs of the aircraft.
5.2 The owner or the NCAR M.A. Subpart G approved organisation should review the
detailed requirements at least annually for continued validity in the light of operating experience.
6. Reliability Programmes
6.1 Applicability
6.1.1 A reliability programme should be developed in the following cases:
(a) the aircraft maintenance programme is based upon MSG-3 logic.
(b) the aircraft maintenance programme includes condition monitored components.
(c) the aircraft maintenance programme does not contain overhaul time periods for all
significant system components.
(d) when specified by the Manufacturer’s maintenance planning document or MRB.
6.1.2 A reliability Programme need not be developed in the following cases:
(a) the maintenance programme is based upon the MSG-1 or 2 logic but only contains
hard time or on condition items.
(b) the aircraft is not a large aircraft according to NCAR Part-M.
(c) the aircraft maintenance programme provides overhaul time periods for all significant
system components.
Note : for the purpose of this paragraph, a significant system is a system the failure of which could hazard the
aircraft safety.
6.1.3 Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an NCAR M.A.Subpart G organisation may
however, develop its own reliability monitoring programme when it may be deemed beneficial from a
maintenance planning point of view.
6.2 Applicability for NCAR M.A.Subpart G organisation/operator of small fleets of aircraft.
6.2.1 For the purpose of this paragraph, a small fleet of aircraft is a fleet of less than 6 aircraft of the
same type.
6.2.2 The requirement for a reliability programme is irrespective of the NCAR M.A.Subpart G
organisation’s fleet size.
6.2.3 Complex reliability programmes could be inappropriate for a small fleet. It is recommended that
such NCAR M.A.Subpart G organisations tailor their reliability programmes to suit the size and
complexity of operation.
6.2.4 One difficulty with a small fleet of aircraft consists in the amount of available data which can be
processed: when this amount is too low, the calculation of alert level is very coarse. Therefore “alert
levels” should be used carefully.
6.2.5 An NCAR M.A.Subpart G organisation of a small fleet of aircraft, when establishing a
reliability programme, should consider the following:
(a) The programme should focus on areas where a sufficient amount of data is likely to
be processed.
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(b) When the amount of available data is very limited, the NCAR M.A.Subpart G
organisation’s engineering judgement is then a vital element. In the following
examples, careful engineering analysis should be exercised before taking decisions:
• A “0” rate in the statistical calculation may possibly simply reveal that enough statistical
data is missing, rather that there is no potential problem.
• When alert levels are used, a single event may have the figures reach the alert level.
Engineering judgement is necessary so as to discriminate an artefact from an actual need
for a corrective action.
• In making his engineering judgement, an NCAR M.A.Subpart G organisation is
encouraged to establish contact and make comparisons with other NCAR M.A.Subpart G
organisations of the same aircraft, where possible and relevant. Making comparison with
data provided by the manufacturer may also be possible.
6.2.6 In order to obtain accurate reliability data, it should be recommended to pool data and analysis
with one or more other NCAR M.A.Subpart G organisation(s). Paragraph 6.6 of this paragraph
specifies under which conditions it is acceptable that NCAR M.A.Subpart G organisations share
reliability data.
6.2.7 Notwithstanding the above there are cases where the NCAR M.A.Subpart G organisation will be
unable to pool data with other NCAR M.A.Subpart G organisation, e.g. at the introduction to service
of a new type. In that case CAA Nepal should impose additional restrictions on the MRB/MPD tasks
intervals (e.g. no variations or only minor evolution are possible, and with CAA Nepal approval).
6.3 Engineering judgement
6.3.1 Engineering judgement is itself inherent to reliability programmes as no interpretation of data is
possible without judgement. In approving the NCAR M.A.Subpart G organisation’s maintenance and
reliability programmes, CAA Nepal is expected to ensure that the organisation which runs the
programme (it may be the NCAR M.A.Subpart G organisation, or an NCAR Part-145 organisation
under contract) hires sufficiently qualified personnel with appropriate engineering experience and
understanding of reliability concept (see AMC M.A.706)
6.3.2 It follows that failure to provide appropriately qualified personnel for the reliability programme
may lead CAA Nepal to reject the approval of the reliability programme and therefore the aircraft
6.4 Contracted maintenance
6.4.1 Whereas NCAR M.A.302 specifies that, the aircraft maintenance programme -which includes
the associated reliability programme-, should be managed and presented by the NCAR M.A.Subpart
G organisation to CAA Nepal, it is understood that the NCAR M.A.Subpart G organisation may
delegate certain functions to the NCAR Part-145 organisation under contract, provided this
organisation proves to have the appropriate expertise.
6.4.2 These functions are:
(a) Developing the aircraft maintenance and reliability programmes,
(b) Performing the collection and analysis of the reliability data,
(c) Providing reliability reports, and
(d) Proposing corrective actions to the NCAR M.A.Subpart G organisation.
6.4.3 Notwithstanding the above decision to implement a corrective action (or the decision to request
from CAA Nepal the approval to implement a corrective action) remains the NCAR M.A.Subpart G
organisation’s prerogative and responsibility. In relation to paragraph 6.4.2(d) above, a decision not to
implement a corrective action should be justified and documented.
6.4.4 The arrangement between the NCAR M.A.Subpart G organisation and the NCAR Part-145
organisation should be specified in the maintenance contract (see appendix 11) and the relevant
CAME, and MOE procedures.
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6.5 Reliability programme

In preparing the programme details, account should be taken of this paragraph. All associated
procedures should be clearly defined.
6.5.1 Objectives
6.5.1.1 A statement should be included summarising as precisely as possible the prime
objectives of the programme. To the minimum it should include the following:
(a) to recognise the need for corrective action,
(b) to establish what corrective action is needed and,
(c) to determine the effectiveness of that action
6.5.1.2 The extent of the objectives should be directly related to the scope of the programme.
Its scope could vary from a component defect monitoring system for a small NCAR
M.A.Subpart G organisation, to an integrated maintenance management programme for a big
NCAR M.A.Subpart G organisation. The manufacturer’s maintenance planning documents
may give guidance on the objectives and should be consulted in every case.
6.5.1.3 In case of a MSG-3 based maintenance programme, the reliability programme should
provide a monitor that all MSG-3 related tasks from the maintenance programme are effective
and their periodicity is adequate.
6.5.2 Identification of items.
The items controlled by the programme should be stated, e.g. by ATA Chapters. Where some
items (e.g. aircraft structure, engines, APU) are controlled by separate programmes, the
associated procedures (e.g. individual sampling or life development programmes,
constructor’s structure sampling programmes) should be cross referenced in the programme.
6.5.3 Terms and definitions.
The significant terms and definitions applicable to the Programme should be clearly identified. Terms
are already defined in MSG-3, NCAR Part-145 and NCAR Part-M.
6.5.4 Information sources and collection.
6.5.4.1 Sources, together with the procedure for collecting and receiving it, should be set out
in detail in the CAME or MOE as appropriate.
6.5.4.2 The type of information to be collected should be related to the objectives of the
Programme and should be such that it enables both an overall broad based assessment of the
information to be made and also allow for assessments to be made as to whether any reaction,
both to trends and to individual events, is necessary. The following are examples of the
normal prime sources:
(a) Pilots Reports.
(b) Technical Logs.
(c) Aircraft Maintenance Access Terminal / On-board Maintenance System readouts.
(d) Maintenance Worksheets.
(e) Workshop Reports.
(f) Reports on Functional Checks.
(h) Reports on Special Inspections
(g) Stores Issues/Reports.
(i) Air Safety Reports.
(j) Reports on Technical Delays and Incidents.
(k) Other sources: ETOPS, RVSM, CAT II/III.
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6.5.4.3 In addition to the normal prime sources of information, due account should be taken of
continuing airworthiness and safety information promulgated under EASA Part-21.
6.5.5 Display of information.
Collected information may be displayed graphically or in a tabular format or a combination of both.
The rules governing any separation or discarding of information prior to incorporation into these
formats should be stated. The format should be such that the identification of trends, specific
highlights and related events would be readily apparent.
6.5.5.1 The above display of information should include provisions for “nil returns” to aid the
examination of the total information.
6.5.5.2 Where “standards” or “alert levels” are included in the programme, the display of
information should be oriented accordingly.
6.5.6 Examination, analysis and interpretation of the information.
The method employed for examining, analysing and interpreting the programme information should
be explained.
6.5.6.1 Examination.
Methods of examination of information may be varied according to the content and quantity
of information of individual programmes. These can range from examination of the initial
indication of performance variations to formalised detailed procedures at specific periods, and
the methods should be fully described in the programme documentation.
6.5.6.2 Analysis and Interpretation.
The procedures for analysis and interpretation of information should be such as to enable the
performance of the items controlled by the programme to be measured; they should also
facilitate recognition, diagnosis and recording of significant problems. The whole process
should be such as to enable a critical assessment to be made of the effectiveness of the
programme as a total activity. Such a process may involve:
(a) Comparisons of operational reliability with established or allocated standards (in the
initial period these could be obtained from in-service experience of similar equipment
of aircraft types).
(b) Analysis and interpretation of trends.
(c) The evaluation of repetitive defects.
(d) Confidence testing of expected and achieved results.
(e) Studies of life-bands and survival characteristics.
(f) Reliability predictions.
(g) Other methods of assessment.
6.5.6.3 The range and depth of engineering analysis and interpretation should be related to the
particular programme and to the facilities available. The following, at least, should be taken
into account:
(a) Flight defects and reductions in operational reliability.
(b) Defects occurring on-line and at main base.
(c) Deterioration observed during routine maintenance.
(d) Workshop and overhaul facility findings.
(e) Modification evaluations.
(f) Sampling programmes.
(g) The adequacy of maintenance equipment and publications.
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(h) The effectiveness of maintenance procedures.

(i) Staff training.
(j) Service bulletins, technical instructions, etc.
6.5.6.4 Where the NCAR M.A.Subpart G organisation relies upon contracted maintenance
and/or overhaul facilities as an information input to the programme, the arrangements for
availability and continuity of such information should be established and details should be
included.
6.5.7 Corrective Actions.
6.5.7.1 The procedures and time scales both for implementing corrective actions and for
monitoring the effects of corrective actions should be fully described. Corrective actions shall
correct any reduction in reliability revealed by the programme and could take the form of:
(a) Changes to maintenance, operational procedures or techniques.
(b) Maintenance changes involving inspection frequency and content, function checks,
overhaul requirements and time limits, which will require amendment of the
scheduled maintenance periods or tasks in the approved maintenance programme.
This may include escalation or de-escalation of tasks, addition, modification or
deletion of tasks.
(c) Amendments to approved manuals (e.g. maintenance manual, crew manual).
(d) Initiation of modifications.
(e) Special inspections of fleet campaigns.
(f) Spares provisioning.
(g) Staff training.
(h) Manpower and equipment planning.
Note: Some of the above corrective actions may need CAA Nepal’s approval before
implementation.
6.5.7.2 The procedures for effecting changes to the maintenance programme should be
described, and the associated documentation should include a planned completion date for
each corrective action, where applicable.
6.5.8 Organisational Responsibilities.
The organisational structure and the department responsible for the administration of the programme
should be stated. The chains of responsibility for individuals and departments (Engineering,
Production, Quality, Operations etc.) in respect of the programme, together with the information and
functions of any programme control committees (reliability group), should be defined. Participation of
CAA Nepal should be stated. This information should be contained in the CAME or MOE as
appropriate.
6.5.9 Presentation of information to CAA Nepal.
The following information should be submitted to CAA Nepal for approval as part of the reliability
programme:
(a) The format and content of routine reports.
(b) The time scales for the production of reports together with their distribution.
(c) The format and content of reports supporting request for increases in periods between
maintenance (escalation) and for amendments to the approved maintenance programme. These
reports should contain sufficient detailed information to enable CAA Nepal to make its own
evaluation where necessary.
6.5.10 Evaluation and review
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Each programme should describe the procedures and individual responsibilities in respect of
continuous monitoring of the effectiveness of the programme as a whole. The time periods and the
procedures for both routine and non-routine reviews of maintenance control should be detailed
(progressive, monthly, quarterly, or annual reviews, procedures following reliability “standards” or
“alert levels” being exceeded, etc.).
6.5.10.1 Each Programme should contain procedures for monitoring and, as necessary,
revising the reliability “standards” or “alert levels”. The organisational responsibilities for
monitoring and revising the “standards” should be specified together with associated time
scales.
6.5.10.2 Although not exclusive, the following list gives guidance on the criteria to be taken
into account during the review.
(a) Utilisation (high/low/seasonal).
(b) Fleet commonality.
(c) Alert Level adjustment criteria.
(d) Adequacy of data.
(e) Reliability procedure audit.
(f) Staff training.
(g) Operational and maintenance procedures.
6.5.11 Approval of maintenance programme amendment
CAA Nepal may authorise the NCAR M.A.Subpart G organisation to implement in the maintenance
programme changes arising from the reliability programme results prior to their formal approval by
CAA Nepal when satisfied that ;
(a) the Reliability Programme monitors the content of the Maintenance Programme in a
comprehensive manner, and
(b) the procedures associated with the functioning of the “Reliability Group” provide the
assurance that appropriate control is exercised by the Owner/operator over the
internal validation of such changes.
6.6 Pooling Arrangements.
6.6.1 In some cases, in order that sufficient data may be analysed it may be desirable to ‘pool’ data:
i.e. collate data from a number of NCAR M.A. Subpart G organisations of the same type of aircraft.
For the analysis to be valid, the aircraft concerned, mode of operation, and maintenance procedures
applied should be substantially the same: variations in utilisation between two NCAR M.A. Subpart G
organisations may, more than anything, fundamentally corrupt the analysis. Although not exhaustive,
the following list gives guidance on the primary factors which need to be taken into account.
(a) Certification factors, such as: aircraft TCDS compliance (variant)/modification status,
including SB compliance.
(b) Operational Factors, such as: operational environment/utilisation, e.g.
low/high/seasonal, etc/respective fleet size operating rules applicable (e.g.
ETOPS/RVSM/All Weather etc.)/operating procedures/MEL and MEL utilisation.
(c) Maintenance factors, such as: aircraft age maintenance procedures; maintenance
standards applicable; lubrication procedures and programme; MPD revision or
escalation applied or maintenance programme applicable
6.6.2 Although it may not be necessary for all of the foregoing to be completely common, it is
necessary for a substantial amount of commonality to prevail. Decision should be taken by CAA
Nepal on a case by case basis.
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6.6.3 In case of a short term lease agreement (less than 6 month) more flexibility against the
paragraph 6.6.1 criteria may be granted by CAA Nepal, so as to allow the owner/operator to operate
the aircraft under the same programme during the lease agreement effectivity.
6.6.4 Changes by any one of the NCAR M.A.Subpart G organisation to the above, requires
assessment in order that the pooling benefits can be maintained. Where an NCAR M.A.Subpart G
organisation wishes to pool data in this way, the approval of CAA Nepal should be sought prior to any
formal agreement being signed between NCAR M.A.Subpart G organisations.
6.6.5 Whereas this paragraph 6.6 is intended to address the pooling of data directly between NCAR
M.A.Subpart G organisations, it is acceptable that the NCAR M.A.Subpart G organisation participates
in a reliability programme managed by the aircraft manufacturer, when CAA Nepal is satisfied that
the manufacturer manages a reliability programme which complies with the intent of this paragraph.
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APPENDIX II TO AMC M.A. 201 (h) 1 : SUB-CONTRACTING OF

CONTINUING AIRWORTHINESS MANAGEMENT TASKS
1. SUB-CONTRACTED OPERATOR’S CONTINUING AIRWORTHINESS
MANAGEMENT TASKS
1.1 To actively control the standards of the sub-contracted organisation the operator should
employ a person or group of persons who are trained and competent in the disciplines associated
with NCAR M.A. Subpart G. As such they are responsible for determining what maintenance is
required, when it has to be performed and by whom and to what standard, in order to ensure the
continued airworthiness of the aircraft being operated.
1.2 The operator should conduct a pre-contract audit to establish that the sub-contracted
organisation can achieve the standards required by NCAR M.A. Subpart G in connection with
those activities to be sub-contracted.
1.3 The operator should ensure that the sub-contracted organisation has sufficient qualified
personnel who are trained and competent in the functions to be subcontracted. In assessing the
adequacy of personnel resources the operator should consider the particular needs of those
activities that are to be sub-contracted, while taking into account the sub-contracted organisations
existing commitments.
1.4 To be appropriately approved to contract out continuing airworthiness management tasks
the operator should have procedures for the management control of these arrangements. The
operator’s continuing airworthiness management exposition should contain relevant procedures to
reflect his control of those arrangements made with the subcontracted organisation.
1.5 Sub-contracted continuing airworthiness management tasks should be addressed in a
contract between the operator and the sub-contracted organisation. The contract should also
specify that the sub-contracted organisation is responsible for informing the operator who is in
turn responsible for notifying the CAA Nepal, of any subsequent changes that affect their ability
to support the contract.
1.6 Organisations providing continuing airworthiness management tasks to support
commercial air transport operators should use procedures which set out the manner by which the
organisation fulfils its responsibility to those sub-contracted activities. Such procedures may be
developed by either the sub-contracted organisation or the operator.
1.7 Where the sub-contracted organisation develops its own procedures these should be
compatible with the operator’s continuing airworthiness management exposition and the terms of
the contract. These should be accepted by CAA Nepal as extended procedures of the operator and
as such should be cross-referenced from the continuing airworthiness management exposition.
One current copy of the sub-contracted organisation’s relevant procedures should be kept by the
operator and should be accessible to CAA Nepal where needed.
Note: Should any conflict arise between the sub-contracted organisation’s procedures and those of the
operator then the policy and procedures of the continuing airworthiness management exposition will
prevail.
1.8 The contract should also specify that the sub-contracted organisation’s procedures may
only be amended with the agreement of the operator. The operator should ensure tha t these
amendments are compatible with their continuing airworthiness management exposition and in
compliance with NCAR M.A Subpart G.
The operator should nominate who will be responsible for continued monitoring and acceptance
of the sub-contracted organisation procedures and their amendments. The controls used to fulfil
this function should be clearly set out in the amendment section of the continuing airworthiness
management exposition detailing the level of operator involvement.
1.9 Whenever any elements of continuing airworthiness management tasks are sub-contracted
the operator’s continuing airworthiness management personnel should have access to all relevant
data in order to fulfil their responsibilities.
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Note: The operator retains authority to override where necessary for the continuing airworthiness of their
aircraft, any recommendation of the sub-contracted organisation.
1.10 The operator should ensure that the sub-contracted organisation continues to have
qualified technical expertise and sufficient resources to perform the sub contracted tasks while in
compliance with the relevant procedures. Failure to do so may invalidate the approval of the
operators continuing airworthiness management system.
1.11 The contract should provide for CAA Nepal monitoring.
1.12 The contract should address the respective responsibilities to ensure that any findings
arising from CAA Nepal monitoring will be closed to the satisfaction of CAA Nepal.
2. ACCOMPLISHMENT
This paragraph describes topics, which may be applicable in such a sub-contract arrangements.
2.1 Scope of work
The type of aircraft and their registrations, engine types and/or component subject to the
continuing airworthiness management tasks contract should be specified.
2.2 Maintenance programme development and amendment
The operator may sub-contract the preparation of the draft maintenance programme and any
subsequent amendments. However, the operator remains responsible for assessing that the draft
proposals meet his needs and obtaining CAA Nepal approval; the relevant procedures should
specify these responsibilities. The contract should also stipulate that any data necessary to
substantiate the approval of the initial programme or an amendment to this programme should be
provided for operator agreement and/or CAA Nepal upon request.
2.3 Maintenance programme effectiveness and reliability
The operator should have in place a system to monitor and assess the effectiveness of the
maintenance programme based on maintenance and operational experience. The collection of data
and initial assessment may be made by the sub-contracted organisation; the required actions are
to be endorsed by the operator.
Where reliability monitoring is used to establish maintenance programme effectiveness, this may
be provided by the sub-contracted organisation and should be specified in the relevant
procedures. Reference should be made to the operators approved maintenance programme and
reliability programme. Participation of the operator’s personnel in reliability meetings with the
sub-contracted organisation should also be specified.
In providing reliability data the sub-contracted organisation is limited to working with primary
data/documents provided by the operator or data provided by the operators contracted
maintenance organisation(s) from which the reports are derived. The pooling of reliability data is
permitted if accepted by CAA Nepal.
2.4 Permitted variations to maintenance programme.
The reasons and justification for any proposed variation to scheduled maintenance may be
prepared by the sub-contracted organisation. Acceptance of the proposed variation should be
granted by the operator. The means by which the operator acceptance is given should be specified
in the relevant procedures. When outside the limits set out in the maintenance programme, the
operator is required to obtain approval by CAA Nepal.
2.5 Scheduled maintenance
Where the sub-contracted organisation plans and defines maintenance checks or inspections in
accordance with the approved maintenance programme, the required liaison with the operator,
including feedback should be defined.
The planning control and documentation should be specified in the appropriate supporting
procedures. These procedures should typically set out the operator’s level of involvement in each
type of check. This will normally involve the operator assessing and agreeing to a work
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specification on a case by case for base maintenance checks. For routine line maintenance checks
this may be controlled on a day-to-day basis by the sub-contracted organisation subject to
appropriate liaison and operator controls to ensure timely compliance. This typically may include,
but is not necessarily limited to:
- Applicable work package, including job cards,
- Scheduled component removal list,
- Ads to be incorporated,
- Modifications to be incorporated
The associated procedures should ensure that the operator is advised in a timely manner on the
accomplishment of such tasks.
2.6 Quality monitoring
The operator’s quality system should monitor the adequacy of the sub-contracted continuing
airworthiness management task performance for compliance with the contract and NCAR M.A.
Subpart G. The terms of the contract should therefore include a provision allowing the operator to
perform a quality surveillance (including audits) upon the sub-contracted organisation. The aim
of the surveillance is primarily to investigate and judge the effectiveness of those sub-contracted
activities and thereby to ensure compliance with NCAR M.A. Subpart G and the contract. Audit
reports may be subject to review when requested by CAA Nepal.
2.7 Access by CAA Nepal
The contract should specify that the sub-contracted organisation should always grant access to
CAA Nepal.
2.8 Maintenance data
The maintenance data used for the purpose of the contract should be specified, together with
those responsible for providing such documentation and CAA Nepal responsible for the
acceptance/approval of such data when applicable. The operator should ensure such data
including revisions is readily available to the operator’s continuing airworthiness management
personnel and those in the sub-contracted organisation who may be required to assess such data.
The operator should establish a ‘fast track’ means of ensuring that urgent data is transmitted to
the sub-contractor in a timely manner. Maintenance data may include, but is not necessarily
limited to:
- Maintenance programme,
- Ads,
- Service Bulletins,
- Major repairs/modification data,
- Aircraft Maintenance Manual,
- Engine overhaul manual,
- Aircraft IPC,
- Wiring diagrams,
- Trouble shooting manual,
2.9 Airworthiness directives
While the various aspects of AD assessment, planning and follow-up may be accomplished by the
sub-contracted organisation, embodiment is performed by a NCAR Part-145 maintenance
organisation. The operator is responsible for ensuring timely embodiment of applicable Ads and
is to be provided with notification of compliance. It therefore follows that the operator should
have clear policies and procedures on AD embodiment supported by defined procedures which
will ensure that the operator agrees to the proposed means of compliance.
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The relevant procedures should specify:

- What information (e.g. AD publications, continuing airworthiness records, flight
hours/cycles, etc.) the sub-contracted organisation needs from the operator.
- What information (e.g. AD planning listing, detailed engineering order, etc) the operator
needs from the sub-contracted organisation in order to ensure timely compliance with Ads.
To fulfil their above responsibility, operators should ensure that they are in receipt of current
mandatory continued airworthiness information for the aircraft and equipment that they operate.
2.10 Service bulletin/modifications
The sub-contracted organisation may be required to review and make recommendations on
embodiment of an SB and other associated non-mandatory material based on a clear operator
policy. This should be specified in the contract.
2.11 Service life limit controls & component control/removal forecast.
Where the sub-contracted organisation performs planning activities, it should be specified that the
organisation should be in receipt of the current flight cycles; flight hours; landings and/or
calendar controlled details as applicable, at a frequency to be specified in the contract. The
frequency should be such that it allows the organisation to properly perform the sub -contracted
planning functions. It therefore follows that there will need to be adequate liaison between the
operator, his NCAR Part-145 maintenance organisation(s) and the sub-contracted organisation.
Additionally the contract should specify how the operator will be in possession of all current
flight cycles, flight hours, etc. in order that the operator may assure the timely accomplishment of
the required maintenance.
2.12 Engine health monitoring
If the operator sub-contracts the on wing engine health monitoring, the sub-contracted
organisation should be in receipt of all the relevant information to perform this task, including
any parameter reading deemed necessary to be supplied by the operator for this control. The
contract should also specify what kind of feedback information (such as engine limitation,
appropriate technical advice, etc.) the organisation should provide to the operator.
2.13 Defect control
Where the operator has sub-contracted the day-to-day control of technical log deferred defects
this should be specified in the contract and should be adequately described in the appropriate
procedures. The operator’s MEL/CDL provides the basis for establishing which defects may be
deferred and associated limits. The procedures should also define the responsibiliti es and actions
to be taken for defects such as AOG situations, repetitive defects, and damage beyond type
certificate holder’s limits.
For all other defects identified during maintenance, the information should be brought to the
attention of the operator who dependant upon the procedural authority granted by CAA Nepal
may determine that some defects can be deferred. Therefore, adequate liaison between the
operator, his sub-contracted organisation and contracted NCAR Part-145 maintenance
organisation should be ensured.
The sub-contracted organisation should make a positive assessment of potential deferred defects
and consider potential hazards arising from the cumulative effect of any combination of defects.
The sub-contracted organisations should liaise with the operator to gain his agreement following
this assessment.
Deferment of MEL/CDL allowable defects can be accomplished by a contracted NCAR Part-145
organisation in compliance with the relevant technical log procedures, subject to the acceptance
by the aircraft commander.
2.14 Mandatory occurrence reporting
All incidents and occurrences that fall within the reporting criteria defined in NCAR Part-M and
NCAR Part-145 should be reported as required by the respective requirements. The operator
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should ensure adequate liaison exists with the sub-contracted organisation and the NCAR Part-
145 organisation.
2.15 Continuing airworthiness records
These may be maintained and kept by the sub-contracted organisation on behalf of the operator
who remains the owner of these documents. However, the operator should be provided with the
current status of AD compliance and service life limited components in accordance with agreed
procedures. The operator should also be provided with unrestricted and timely access to original
records as and when needed. On-line access to the appropriate information systems is acceptable.
The record keeping requirements of NCAR Part-M should be satisfied. Access to the records by
duly authorised members of CAA Nepal should be arranged upon request.
2.16 Check flight procedures
Check Flights are carried out under the control of the operator. Check flight requirements from
the sub-contracted organisation or contracted NCAR Part-145 maintenance organisations should
be agreed by the operator
2.17 Communication between the operator and sub-contracted organisation
2.17.1 To exercise airworthiness responsibility the operator needs to be in receipt of all relevant
reports and relevant maintenance data. The contract should specify what information should be
provided and when.
2.17.2 Meetings provide one important corner stone whereby the operator can exercise part of its
responsibility for ensuring the airworthiness of the operated aircraft. They should be used to
establish good communications between the operator, the sub-contracted organisation and, where
different to the foregoing, the contracted NCAR Part-145 organisation. The terms of contract
should include whenever appropriate the provision for a certain number of meetings to be held
between involved parties. Details of the types of liaison meetings and associated terms of
reference of each meeting should be documented. The meetings may include but are not limited
to all or a combination of:
A – Contract review
Before the contract is applicable, it is very important that the technical personnel of both parties
that are involved in the application of the contract meet in order to be sure that every point leads
to a common understanding of the duties of both parties.
B – Work scope planning meeting
Work scope planning meetings may be organised so that the tasks to be performed may be
commonly agreed.
C – Technical meeting
Scheduled meetings should be organised in order to review on a regular basis and agree actions
on technical matters such as Ads, SBs, future modifications, major defects found during shop
visit, reliability, etc…
D – Quality meeting
Quality meetings should be organised in order to examine matters raised by the operator’s quality
surveillance and CAA Nepal’s monitoring activity and to agree upon necessary corrective
actions.
E – Reliability meeting
When a reliability programme exists, the contract should specify the operator’s and NCAR Part-
145 approved organisation’s respective involvement in that programme, including the
participation to reliability meetings. Provision to enable CAA Nepal participation in the
periodical reliability meetings should also be provided.
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Chapter 4 – Appendices to AMC
APPENDIX III TO GM 1 M.B.303 (b)
Appendix III to GM1 M.B.303(b) ‘KEY RISK ELEMENTS’
Title Description
A. AIRCRAFT CONFIGURATION
The type design is the part of the approved configuration of a product, as laid down in the TCDS, common to all products of
Type design and
that type. With the exception of changes contained in the certification specifications referred to in EASA 21A.90B or EASA
changes to type
A.1 21A.431B, any changes to type design shall be approved and, for those embodied, shall be recorded with the reference to the
design
approval.
Airworthiness An airworthiness limitation is a boundary beyond which an aircraft or a component thereof must not be operated, unless the
A.2
limitations instruction(s) associated to this airworthiness limitation is (are) complied with.
An Airworthiness Directive means a document issued or adopted by the CAA Nepal which mandates actions to be
performed on an aircraft to restore an acceptable level of safety, when evidence shows that the safety level of this
Airworthiness aircraft may otherwise be compromised.
A.3
Directives
(EASA 21A.3B)
B. AIRCRAFT OPERATION
B.1 Aircraft documents Aircraft certificates and documents necessary for operations.
A manual, associated with the certificate of airworthiness, containing limitations within which operation of the aircraft is to
B.2 Flight Manual be considered airworthy and, instructions and information necessary to the flight crew members for the safe operation of
the aircraft.
B.3 Mass & balance Mass and balance data is required to make sure the aircraft is capable of operating within the approved envelope.
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Title Description
Markings and placards are defined in the individual aircraft type design. Some information may also be found in the
Type Certificate Data Sheet, the Supplemental Type Certificates, the Flight Manual, the Aircraft Maintenance Manual,
B.4 Markings & placards
the Illustrated Parts Catalogue, etc.
Operational Items required to be installed to perform a specific type of operation

B.5
requirements
Defect management requires a system whereby information on faults, malfunctions, defects and other occurrences that
cause or might cause adverse effects on the continuing airworthiness of the aircraft is captured. This system should be
properly documented.
B.6 Defect management
It may include, amongst others, the Minimum Equipment List system, the Configuration Deviation List system and deferred
defects management.
C. AIRCRAFT MAINTENANCE
A document which describes or incorporates by reference the specific scheduled maintenance tasks and their frequency of
Aircraft Maintenance
C.1 completion, the associated maintenance procedures and related standard maintenance practices necessary for the safe
Programme
operation of those aircraft to which it applies.
The component control should consider a twofold objective for components maintenance:
C.2 Component control - maintenance for which compliance is mandatory;
- maintenance for which compliance is recommended.
All repairs and unrepaired damage/degradations need to comply with the instructions of the appropriate maintenance manual
(e.g. the SRM, the AMM, the CMM). With the exception of repairs contained in the certification specifications referred to in
EASA 21A.90B or EASA 21A.431B, all repairs not defined in the appropriate maintenance manual need to be appropriately
C.3 Repairs approved and recorded with the reference to the approval.
This includes any damage or repairs to the aircraft/engine(s)/propeller(s), and their components.
C.4 Records Continuing Airworthiness records are defined in NCAR M.A.305 and NCAR M.A.306 and related AMCs.
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A.1 Type design and changes to type design The type design is the part of the approved configuration of a product, as laid
down in the TCDS, common to all products of that type. With the exception of
changes contained in the certification specifications referred to in EASA21A.90B
or EASA 21A.431B, any changes to type design shall be approved and, for those
embodied, shall be recorded with the reference to the approval.
Supporting information Typical inspection items
The type design consists of: 1. Use the current type certificate data sheets (airframe, engine, propeller as
applicable) and check that the aircraft conforms to its type design (correct
1. the drawings and specifications, and a listing of those drawings and
engine installed, seat configuration, etc.).
specifications, necessary to define the configuration and the design
features of the product (i.e. the aircraft, its components, etc.) shown to 2. Check that changes have been approved properly (approved data is used,
comply with the applicable type-certification basis and environmental and a direct relation to the approved data).
protection requirements; 3. Check for unintentional deviations from the approved type design, sometimes
2. information on materials and processes and on methods of manufacture referred to as concessions, divergences, or non-conformances, Technical
and assembly of the product necessary to ensure the conformity of the Adaptations, Technical Variations, etc.
product; 4. Check cabin configuration (LOPA).
3. an approved Airworthiness Limitation Section (ALS) of the Instructions 5. Check for embodiment of STC’s, and, if any Airworthiness Limitations Section
for Continued Airworthiness (ICA); and (ALS)/FM/MEL/WBM and revisions are needed, they have been approved and
4. any other data necessary to allow by comparison the determination of complied with.
the airworthiness, the characteristics of noise, fuel venting, and exhaust a. Aircraft S/N applicable
emissions (where applicable) of later products of the same type. b. Applicable engines
The individual aircraft design is made of the type design supplemented with c. Applicable APU
changes to the type design (e.g. modifications) embodied on the
d. Max. certified weights
considered aircraft.
e. Seating configuration
Depending on the product State of Design, Bilateral Agreements, working
f. Exits
arrangements and/or CAA Nepal decisions on acceptance of certification
6. Check that the individual aircraft design/configuration is properly established
findings exist and should be taken into account.
and used as a reference.
Reference documents: NCAR/EASA - EASA Part 21.A.31

- EASA Part 21.A.41
- EASA Part 21.A.61
- EASA Part 21.A.90A
- EASA Part 21.A.90B
- NCAR Part M.A.304
- NCAR Part M.A.305
- NCAR Part M.A.401
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A.2 Airworthiness limitations An airworthiness limitation is a boundary beyond which an aircraft or a

component thereof must not be operated, unless the instruction(s) associated
with this airworthiness limitation is complied with.
Airworthiness limitations are exclusively associated with instructions whose 1. Check that the Aircraft Maintenance Programme (AMP) reflects airworthiness
compliance is mandatory as part of the type design. They apply to some limitations and associated instructions (standard or alternative) issued by the
scheduled or unscheduled instructions that have been developed to relevant design approval holders and is approved by the CAA Nepal.
prevent and/or to detect the most severe failure. 2. Check that the aircraft and the components thereof comply with the approved
AMP.
They mainly apply to maintenance (mandatory modification, replacement,
3. Check the current status of life-limited parts. The current status of life-limited
inspections, checks, etc., but can also apply to instructions to control
parts is to be maintained throughout the operating life of the part.
critical design configurations (for example Critical Design Configuration
Typical Airworthiness Limitation items:
Control Limitations (CDCCL) for the fuel tank safety).
- Safe Life ALI (SL ALI)/Life limited parts,
- Damage Tolerant ALI (DT ALI)/Structure, including ageing aircraft structure,
- Certification Maintenance Requirements (CMR),
- Ageing Systems Maintenance (ASM), including Airworthiness Limitations for
Electrical Wiring Interconnection System (EWIS),
- Fuel Tank Ignition Prevention (FTIP)/Flammability Reduction Means (FRM),
- CDCCL, check wiring if any maintenance carried out in same area - wiring
separation,
- Ageing fleet inspections mandated through ALS or AD are included in the
AMP.
Reference documents: EASA - EASA Part 21A.31

- EASA Part 21A.61
- EASA CS 22.1529
- EASA CS 23.1529, Appendix G, para. G25.4
- EASA CS 25.1529, Appendix H, para. H25.4
- EASA CS 27.1529, Appendix A, para. A27.4
- EASA CS 29.1529, Appendix A, para. A29.4
- EASA CS 31HB.82
- EASA CS-APU 30
- EASA CS-E 25
- EASA CS-P 40
- EASA CS VLR.1529, Appendix A, para. A.VLR.4
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- NCAR Part M.A.302

- NCAR Part M.A.305
- NCAR Part M.A.710(a)(7)
A.3 Airworthiness Directives An Airworthiness Directive means a document issued or adopted by the CAA
Nepal, which mandates actions to be performed on an aircraft to restore an
acceptable level of safety, when evidence shows that the safety level of this
aircraft may otherwise be compromised (EASA Part 21A.3B).
Any Airworthiness Directive issued by a State of Design for an aircraft 1. Check if all ADs applicable to the airframe, engine(s), propeller(s) and
imported from a third country, or for an engine, propeller, part or equipment have been incorporated in the AD-status, including their
appliance imported from a third country and installed on an aircraft revisions.
registered in Nepal, shall apply unless the CAA Nepal has issued a 2. Check records for correct AD applicability (including ADs incorrectly listed as
different Decision before the date of entry into force of that airworthiness non-applicable).
directive. 3. Check by sampling in the current AD status that applicable ADs have been
or are planned to be (as appropriate) carried out within the requirements of
these Airworthiness Directives, unless otherwise specified by the CAA
Nepal.
4. Check that applicable ADs related to maintenance are included into the
Aircraft Maintenance Programme.
5. Check that task-cards correctly reflect AD requirements or refer to
procedures and standard practises referenced in ADs.
6. Sample during a physical survey some ADs for which compliance can be
physically checked.
Reference documents: NCAR/EASA - EASA PART 21.A.3B

- EASA PART 21.B.60
- EASA PART 21.B.326
- EASA PART 21.B.327
- NCAR PART M.A.201 & AMC M.A.201(h) § 4
- NCAR PART M.A.303
- NCAR PART M.A.305 § (d) & (h)
- NCAR PART M.A.401 § (a) & (b)
- NCAR PART M.A.501 § (b)
- NCAR PART M.A.503 § (a)
- NCAR PART M.A.504 § (a) 2
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- NCAR PART M.A.504 & AMC M.A.504(c) § 1 (f)

- NCAR PART M.A.613 & AMC M.A.613(a) § 2.4.3, 2.5.2, 2.6.1(h) & 2.8(b)
- NCAR PART M.A.708 § (b)8
- NCAR PART M.A.709(a)
- NCAR PART M.A.710 § (a)5
- NCAR PART M.A.801 & AMC M.A.801(h)
B.1 Aircraft documents Aircraft certificates and documents necessary for operations.
The aircraft certificates and documents necessary for operations may 1. Check that all certificates and documents pertinent to the aircraft and
include, but are not necessarily limited to: necessary for operations (or copies, as appropriate) are on board.
- Certificate of Registration; 2. Check C of A modification/Aircraft identification.
- Certificate of Airworthiness; 3. Check that noise certificate corresponds to aircraft configuration.
- Noise certificate; 4. Check Permit to fly and Flight Condition when necessary.
- Aircraft certificate of release to service; 5. Check that there is an appropriate aircraft certificate of release to
- Technical log book, if required; service.
- Airworthiness Review Certificate;
- Etc.
Reference documents: NCAR/EASA - NCAR Chapter B.2

- EASA 21.A.175
- EASA 21.A.177
- EASA 21.A.182
- EASA Part 21 Subpart I
- EASA Part 21 Subpart P
- EASA Part 21 Subpart Q
- EASA Part 12.A.801
- EASA Part 21.A.807
- NCAR Part M.A.201(a)(2)
- NCAR Part M.A 801
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B.2 Flight Manual A manual, associated with the certificate of airworthiness, containing
operational limitations, instructions and information necessary for the flight
crew members for the safe operation of the aircraft.
The Flight Manual needs to reflect the current status/configuration of 1. Check the conformity of the Flight Manual (FM), latest issue, with aircraft
the aircraft. When it does not, it may provide flight crew members configuration, including modification status, (AD, SB, STC etc.).
with wrong information. 2. Check:
This may lead to errors and/or to override limitations that could - the FM approval, revision control, Supplement to FM;
contribute to severe failure. - the impact of modification status on noise and weight & balance;
- additional required manuals (QRH/FCOM/OM-B etc.);
- FM limitations.
Reference documents: NCAR/EASA - EASA Part 21.A.174(b), 2(iii), (b), 3(ii)

- EASA Part 21.A.204(b)1(ii), (b)2(i)
- NCAR Part M.A. 305, AMC M.A. 305(d)
- NCAR Part M.A.710(a), 2
- NCAR Part M.A. 710(c), 2
- NCAR AMC M.A.710(a), 1
- NCAR AMC M.A.901(b), (g)
- NCAR AMC M.A.902(b), 3
- NCAR AMC M.A.904(a), 2(c) and (k)
- NCAR AMC M.A.904(b), (c)
B.3 Mass & balance Mass and balance data is required to make sure the aircraft is capable of
operating within the approved envelope.
The mass and balance report needs to reflect the actual configuration 1. Check that mass and balance report is valid, considering current
of the aircraft. When it does not, the aircraft might be operated configuration.
outside the certified operating envelope. 2. Make sure that modifications and repairs are taken into account in the
report.
3. Check that equipment status is recorded on the mass and balance report.
4. Compare current mass and balance report with previous report for
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consistency.
Reference documents: NCAR/ EASA - NCAR Part M.A.305(d)5

- NCAR Part M.A.708(b)(10)
- NCAR Part M.A.710(a)(9),AMC M.A.710 (1)
- EASA Part-CAT: CAT.POL.MAB.100 and related AMCs/GM
B.4 Markings & placards Markings and placards are defined in the individual aircraft type design.
Some information may also be found in the TCDS, the Supplemental Type
Certificates (STC), the FM, the AMM, the IPC, etc.
Markings and placards on instruments, equipment, controls, etc. shall 1. Check that the required markings and placards are installed on the
include such limitations or information as necessary for the direct aircraft, especially the emergency exit markings instructions and
attention of the crew during flight. passenger information signs and placards.
Markings and placards or instructions shall be provided to give any 2. Check that all installed placards are readable.
information that is essential to the ground handling in order to preclude 3. Check the Flight Manual versus the instruments.
the possibility of mistakes in ground servicing (e.g. towing, refuelling) (General Aviation usually).
that could pass unnoticed and that could jeopardise the safety of the
4. Check registration markings, including State of Registry fireproof
aircraft in subsequent flights.
nameplate.
Markings and placards or instructions shall be provided to give any
5. Check product data plates.
information essential in the prevention of passenger injuries.
Examples of markings & placards:
National registration markings must be installed. They include
registration, possible flag, fireproof registration plate. - door means of opening,
Product data plates must be installed. - each compartment’s weight/load limitation/placards stating limitation
on contents,
When markings and placards are missing, or unreadable, or not properly
installed, mistakes or aircraft damages may occur and could subsequently - passenger information signs, including no smoking signs,
contribute to a severe failure. - emergency exit marking,
- pressurised cabin warning,
- calibration placards,
- cockpit placards and instrument markings,
- O² system information data,
- accesses to the fuel tanks with flammability reduction means (CDCCL),
- fuelling markings (fuel vent, fuel dip stick markings),
- EWIS identification,
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- towing limit markings,

- break-in markings,
- inflate tyres with nitrogen,
- RVSM + static markings.
Reference documents: NCAR/ EASA - EASA Part 21A.175

- EASA Part 21A.715
- EASA Part 21A.801
- EASA Part 21A.803
- EASA Part 21A.804
- EASA Part 21A.805
- EASA Part 21A.807
- relevant CS for the aircraft type being inspected
- NCAR Part M.A.501
- NCAR Part M.A.710(c)
- NCAR AMC M.A.504(e)
- NCAR AMC M.A.603(c)
- NCAR AMC M.A.904(a)(2), para. 2.f. & 2.k.
B.5 Operational requirements Requirements for the type of operation are complied with (e.g. equipment,
documents, approvals).
This includes all equipment required by the applicable operational code 1. Check permits & approvals required for type of operation.
including CAA Nepal requirements. 2. Check for the presence and serviceability of equipment required by
In case of malfunction, it can create a hazardous situation. Especially operational approvals.
emergency equipment needs attention during this inspection. 3. Check safety equipment, check that emergency equipment is readily
accessible.
Reference documents: NCAR /EASA - NCAR Part M.A.201(a)(2)

- EASA Part 21 Subpart I
- EASA Part-CAT, Subpart D ‘Instruments, Data and Equipment’
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B.6 Defect management Defect management requires a system whereby information on faults,
malfunctions, defects and other occurrences that cause or might cause
adverse effects on the continuing airworthiness of the aircraft is captured.
This system should be properly documented.
It includes, amongst others, the MEL system, the CDL system and deferred
defects management.
This KRE addresses the effectiveness of defect management, it should 1. Check that the deferred defects have been identified, recorded, and
also consider defects found during the physical inspection. rectified/deferred in accordance with approved procedures and within
approved time limits.
2. Check that operations outside published approved data have only been
performed under a Permit to Fly:
a. TLB and hold item list,
b. maintenance task cards,
c. engine shop report,
d. (major) component shop report,
e. maintenance/repair/modification working party files after embodiment of
modifications or repairs,
f. occurrence reporting data,
g. communications between the user of maintenance data and the
maintenance data author in case of inaccurate, incomplete, ambiguous
procedures and practices.
3. Check that the consequences of the deferral have been managed with
Operation/Crew.
4. Check that defects are being deferred in accordance with approved data
(current revision of the MEL, CDL, aircraft maintenance programme).
5. Compare physical location of parts/serial numbers with recorded locations
to identify undocumented parts swaps for troubleshooting.
Reference documents: NCAR / EASA - NCAR Part M.A.301(2)

- NCAR Part M AMC M.A.301-2
- NCAR Part M.A.403
- NCAR Part M AMC M.A.710(a) Airworthiness review
- NCAR Part 145.A.60
- NCAR Part 145.A.45(c)
- EASA Part 21 AMC 20-8
- CAA Nepal requirement on occurrence reporting
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C.1 Aircraft Maintenance Programme A document which describes the specific scheduled maintenance tasks and
their frequency of completion, related standard maintenance practices and
the associated procedures necessary for the safe operation of those aircraft
to which it applies.
The Aircraft Maintenance Programme (AMP) is intended to include Review of AMP contents:
scheduled maintenance tasks, the associated procedures and standard 1. Check that the AMP properly reflects mandatory continuing airworthiness
maintenance practises. It also includes the reliability programme, instructions (ALIs, CMRs (the latest source documents’ revision. Sample
when required. check that tasks are implemented within approved compliance times and
Tasks included in the maintenance programme can originate from: that no tasks have been omitted.
- tasks for which compliance is mandatory: instructions specified in 2. Check how recommended scheduled maintenance tasks (such as TBO
repetitive Airworthiness Directives (AD), or in the Airworthiness intervals, recommended through Service Bulletins, Service Letters, etc.,
Limitations Section (ALS), which may include Certification the latest source documents’ revision) are considered when updating the
Maintenance Requirements (CMRs). The ALS is included in the AMP. If applicable, check embodiment policy as required by NCAR M.A.301
Instructions for Continuing Airworthiness (ICA) of a design approval (7).
holder; 3. Check that the AMP properly reflects the maintenance tasks specified in
- tasks for which compliance is recommended: additional instructions repetitive ADs.
specified in the Maintenance Review Board Report (MRBR), the 4. Check that the AMP properly reflects additional instructions for continuing
Maintenance Planning Document (MPD), Service Bulletins (SB), or any airworthiness resulting from specific installed equipment or modifications
other non-mandatory continuing airworthiness information issued by embodied.
the design approval holder;
5. Check that the AMP properly reflects additional instructions for continuing
- additional or alternative instructions proposed by the owner or the airworthiness resulting from repairs embodied.
continuing airworthiness management organisation once approved in
6. If applicable, check that the AMP properly reflects additional maintenance
accordance with NCAR Part-MNCARM.A.302(d)(iii);
tasks required by specific approvals (e.g. RVSM, ETOPS, MNPS, B-RNAV).
The AMP shall contain details, including frequency, of all maintenance
7. Check for any additional scheduled maintenance measures required due to
to be carried out, including any specific tasks linked to the type and
the use of the aircraft and the operational environment.
the specificity of operations.
8. If applicable, check for proper identification of pilot-owner maintenance
tasks and identification of the pilot-owner(s) or the alternative procedure
described in AMC M.A.803 (3).
9. Check approval status of additional or alternative instructions NCAR Part-
M NCAR M.A.302(d)(iii)).
10. Check if a reliability programme is present and active when required.
Review of aircraft compliance with an AMP:
11. Check if the AMP used is valid for the aircraft, is approved and is amended
correctly.
12. Check if tasks are performed within the value(s) quoted in AMP and the
source documents.
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13. Sample check that no task has been omitted without justifications
accepted by the CAA Nepal (at the time of decision).
14. Check the reporting of performed scheduled maintenance into the records
system.
15. Analyse the effectiveness of the AMP and reliability by reviewing the
unscheduled tasks.
Reference documents: NCAR - NCAR Part M.A.302 and its AMC.

- NCAR Part M.A.708(b)(1), (2), (4)
- NCAR Part M.A.803 and its AMC
C.2 Component control The component control should consider a twofold objective for components
maintenance:
- maintenance for which compliance is mandatory.
- maintenance for which compliance is recommended.
Depending on each maintenance task, accomplishment is scheduled or 1. Check that the mandatory maintenance tasks are identified as such and
unscheduled. Refer to KRE C.1 ‘Aircraft Maintenance Programme’. managed separately from recommendations.
Components affected by scheduled maintenance: 2. Sample check installed components (PN and SN) against aircraft
Life-limited components are of two types: records:
- components subject to a certified life limit; a. Correct Part Number and Serial Number installed.
- components subject to a service life limit. b. Correct authorised release document available.
Components with a certified life-limit must be permanently removed from 3. Check the current status of time-controlled components, with due
service when, or before, their operating limitation is exceeded. The life consideration to deferred items. They must identify:
limitation is controlled at the component level (in opposition to aircraft a. The affected components (Part Number and Serial Number).
level). b. For components subject to a repetitive task: the task description
Components subject to a service life (‘time controlled components’) and reference, the applicable threshold/interval, the last
include the following: accomplishment data (date, the component’s total accumulated life
- components for which removal and restoration are scheduled, in Hours, Cycles, Landings, Calendar time, as necessary) and the
regardless of their level of failure resistance. Reference is made to next planned accomplishment data.
hard time components: They are subject to periodic maintenance c. For components subject to an unscheduled task: the task
dealing with a deterioration that is assumed to be predictable (the description and reference, the accomplishment data (date, the
overall reliability invariably decreases with age): Failure is less likely component’s total accumulated life in Hours, Cycles, Landings,
to occur before restoration is necessary; Calendar time, as necessary). Pay attention to ETOPS and CDCCL
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- components for which failure resistance can reduce and drop below a components.
defined level: Inspections are scheduled to detect potential failures. 4. Check current status of life-limited components. This status can be
Reference is made to ‘On-condition’ components: They are called requested upon each transfer throughout the operating life of the part:
such because components, which are inspected, are left in service
a. The life limitation, the component’s total accumulated life, and the
(no further maintenance action taken) on the condition that they
life remaining before the component’s life limitation is reached
continue to meet specified performance standards.
(indicating Hours, Cycles, Landings, Calendar time, as necessary).
Notes:
b. If relevant for the determination of the remaining life, a full
1. Restoration tasks for hard time components are not the same as installation history indicating the number of hours, cycles or
‘On-condition’ tasks, since they do not monitor gradual deterioration, calendar time relevant to each installation on these different types
but are primarily done to ensure the item may continue to remain in of aircraft/engine.
service until the next planned restoration.
5. Check if the aircraft maintenance programme and reliability programme
2. Components subject to ‘condition-monitoring’ are permitted to results impact the component control.
remain in service without preventive maintenance until functional
6. Check that life-limited and time controlled components are correctly
failure occurs. Reference is made to ‘fly-to-failure’. Such components
marked during a physical survey.
are subject to unscheduled tasks.
Reference documents: NCAR/ EASA - EASA Part 21.A.805

- NCAR Part M.A.302
- NCAR Part M.A.305
- NCAR Part M.A.501
- NCAR Part M.A.503
- NCAR Part M.A.710
C.3 Repairs All repairs and unrepaired damage/degradations need to comply with the
instructions of the appropriate maintenance manual (e.g. the SRM, the AMM, the
CMM).With the exception of repairs contained in the certification specifications
referred to in EASA 21A.90B or EASA 21A.431B, all repairs not defined in the
appropriate maintenance manual need to be appropriately approved and
recorded with the reference to the approval.
This includes any damage or repairs to the aircraft/engine(s)/propeller(s), and
their components.
The data substantiating repairs should include, but is not limited to, the 1. Sample the repair statusto confirm it appropriately traces repairs and un-
damage assessment, the rationale for the classification of the repair, the repaired damage/deteriorations.
evidence the repair has been designed in accordance with approved data, 2. Sample repair files (at least one file for each type of repaired items) to
i.e. by reference to the appropriate manual, procedure or to a EASA Part check that repaired and unrepaired damage/deterioration have been
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21 repair design approval, the drawings/material and accomplishment assessed against the latest published approved repair data.
instructions, as well as the maintenance and operational instructions. 3. Check that repair instructions detailed in the repair file comply with
‘Repair status’ means a list of: published approved repair data.
- the repairs embodied since the original delivery of (and still existent 4. Check that major repairs resulting in new or amended airworthiness
upon) the aircraft/engine/propeller/component; and limitations and associated mandatory instructions (including ageing aircraft
programme) have been included in the aircraft maintenance programme.
- the un-repaired damage/degradations.
5. Check that new or amended maintenance instructions resulting from repairs
It also includes, either directly or by reference to supporting documentation
have been considered for inclusion in the aircraft maintenance programme.
(i.e. repair files), the substantiating data supporting compliance with the
applicable airworthiness requirements. 6. Compare the repair status and the physical status of the repaired
aircraft/engine(s)/propeller(s), and their repaired components (physical
The repair status should identify the repair file reference, the repair
survey) in order to confirm the accuracy of the repair status. Sample
classification, the repaired item (i.e. aircraft/engine/propeller/component,
embodied repairs to check their conformity against the repair files (physical
and a precise location if necessary), and the date and total life in FH/FC
survey).
accumulated by the item at the time of repair or finding of the un-repaired
damage/degradations. Cross-reference to the aircraft maintenance
programme should also be included, as necessary.
Depending on the product State of Design, Bilateral Agreements, Working
Arrangements and/or CAA Nepal Decisions on acceptance of certification
findings exist and should be taken into account for the determination of
acceptable data for repairs.
Reference documents: NCAR / EASA - EASA Part 21.A.431A

- EASA Part 21.A.431B
- NCAR Part M.A.304
- NCAR AMC Part M.A.304
- NCAR Part M.A.305
- NCAR AMCs to Part M.A.305
- NCAR Part M.A.401
C.4 Records Continuing Airworthiness records are defined in NCAR M.A.305 and NCAR
M.A.306 and related AMCs.
Retention/Transfer of the records is required so that the status of the 1. Check the aircraft continuing airworthiness record system: NCAR
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aircraft and its components can be readily established at any time. M.A.305 and NCAR M.A.306, as applicable, require that certain records
Task accomplishment is scheduled (one time or periodically), or are kept for defined periods.
unscheduled (e.g. following an event). Aircraft continuing airworthiness Pay attention to the continuity, integrity and traceability of records:
records (refer to logbooks, technical logbooks, component log cards or
a. integrity: Check the data recorded is legible,
task cards) shall provide the status with regard to:
b. continuity: Check that records are available for the applicable
- scheduled tasks:
retention period,
- one-time: life-limited parts status, modification status, repair
c. traceability: Check the link between operator/CAMO and maintenance
status.
documentation, traceability to approved data, traceability to
- repetitive: maintenance programme status. appropriate release documents, etc.
- unscheduled tasks. 2. If applicable, make sure that the tech log system is used correctly,
including:
a. current aircraft release to service (including the maintenance
statement) issued and
b. pre-flight inspections signed-off by authorised persons;
3. Check that any maintenance required following abnormal
operation/event (such as overspeed, overweight operation, hard landing,
excessive turbulence, and operation outside of Flight Manual limitations)
has been performed, as applicable.
Reference documents: NCAR - NCAR Part M.A.305

- NCAR Part M.A.306
- NCAR Part M.A.307
- NCAR Part M.A.801
- NCAR AMC to Part M.A.307
Abbreviations used:
A/C Aircraft
ACAM Aircraft Continuous Airworthiness Monitoring
AD Airworthiness Directive
ALI Airworthiness Limitation Items
ALS Airworthiness Limitations Section
AMM Aircraft Maintenance Manual
AMP Aircraft Maintenance Programme
APU Auxiliary Power Unit
ASM Ageing Systems Maintenance
B-RNAV Basic Area Navigation
CAMO Continuing Airworthiness Management Organisation
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CDL Configuration Deviation List

CDCCL Critical Design Configuration Control Limitations
CMM Component Maintenance Manual
CMR Certification Maintenance Requirement
DT Damage Tolerant
ED Executive Director of EASA
ETOPS Extended Range Operations with Two-engined aeroplanes
ETSO European Technical Standard Order
EWIS Electrical Wiring Interconnection System
EZAP Enhanced Zonal Analysis Procedure
FCOM Flight Crew Operations Manual
FDR Flight Data Recorder
FM Flight Manual
FRM Flammability Reduction Means
FTIP Fuel Tank Ignition Prevention
GA General Aviation
ICA Instructions for Continuing Airworthiness
IPC Illustrated Parts Catalogue
KRE Key Risk Element
LHIRF Lightning High Intensity Radiated Field
LOPA Layout of Passenger Accommodation
MCAI Mandatory Continuing Airworthiness Information
MEL Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MRB Maintenance Review Board
MRBR Maintenance Review Board Report
MPD Maintenance Planning Document
OEM Original Equipment Manufacturer
OM Operations Manual
OM-B Operations Manual Part-B
PN Part Number
QRH Quick Reference Handbook
PWR Power
RVSM Reduced Vertical Separation Minima
SN Serial Number
SB Service Bulletin
SM Service Manual
SRM Structural Repair Manual
STC Supplemental Type Certificate
TBO Time Between Overhauls
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TC Type Certificate
TCDS Type Certificate Data Sheet
TLB Technical Logbook
TSO Technical Standard Order
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APPENDIX IV TO AMC M.A.604 MAINTENANCE ORGANISATION

MANUAL
1. Purpose
The maintenance organisation manual is the reference for all the work carried out by the approved
maintenance organisation. It should contain all the means established by the organisation to ensure
compliance with NCAR Part-M according to the extent of approval and the privileges granted to the
organisation.
The maintenance organisation manual should define precisely the work that the approved maintenance
organisation is authorised to carry out and the subcontracted work. It should detail the resources used
by the organisation, its structure and its procedures.
2. Content
A typical Maintenance Organisation Manual for a small organisation (less than 10 maintenance staff)
should be designed to be used directly on a day to day basis. The working documents and lists should
be directly included into the manual. It should contain the following:
Part A — General
— Table of content
— List of effective pages
— Record of amendments
— Amendment procedure
• Drafting
• Amendments requiring direct approval by CAA Nepal
• Approval
— Distribution
• Name or title of each person holding a copy of the manual
— Accountable manager statement
• Approval of the manual
• Statement that the maintenance organisation manual and any incorporated document
identified therein reflect the organisation’s means of compliance with NCAR Part-M
• Commitment to work according to the manual
• Commitment to amend the manual when necessary
Part B — Description
— Organisation’s scope of work
• Description of the work carried out by the organisation (type of product, type of work)
and subcontracted work
• Identification of the level of work which can be performed at each facility.
— General presentation of the organisation
• Legal name and social status
— Name and title of management personnel
• Accountable manager
• Senior managers
• Duties and responsibilities
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— Organisation chart
— Certifying staff
• Minimum qualification and experience
• List of authorised certifying staff, their scope of qualification and the personal
authorisation reference
— Personnel
• Technical personnel (number, qualifications and experience)
• Administrative personnel (number)
— General description of the facility
• Geographical location (map)
• Plan of hangars
• Specialised workshops
• Office accommodation
• Stores
• Availability of all leased facilities
— Tools, equipment and material
• List of tools, equipment and material used (including access to tools used on
occasional basis)
• Test apparatus
• Calibration frequencies
— Maintenance data
• List of maintenance data used in accordance with NCAR M.A.402, and appropriate
amendment subscription information (including access to data used on occasional
basis).
Part C — General Procedures
— Organisational review
• Purpose (to insure that the approved maintenance organisation continues to meet the
requirements of NCAR Part-M)
• Responsibility
• Organisation, frequency, scope and content (including processing of authority’s
findings)
• Planning and performance of the review
• Organisational review checklist and forms
• Processing and correction of review findings
• Reporting
• Review of subcontracted work
— Training
• Description of the methods used to ensure compliance with the personnel qualification
and training requirements (certifying staff training, specialised training)
• Description of the personnel records to be retained
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— Subcontracting of specialised services

• Selection criteria and control
• Nature of subcontracted work
• List of subcontractors
• Nature of arrangements
• Assignment of responsibilities for the certification of the work performed
— One time authorisations
• Maintenance checks
• Certifying staff
Part D — Working Procedures
— Work order acceptance
— Preparation and issue of the work package
• Control of the work order
• Preparation of the planned work
• Work package content (copy of forms, work cards, procedure for their use,
distribution)
• Responsibilities and signatures needed for the authorisation of the work
— Logistics
• Persons/functions involved
• Criteria for choosing suppliers
• Procedures used for incoming inspection and storage of parts, tools and materials
• Copy of forms and procedure for their use and distribution
— Execution
• Persons/functions involved and respective role
• Documentation (work package and work cards)
• Use of work cards or manufacturer’s documentation
• Procedures for accepting components from stores including eligibility check
• Procedures for returning unserviceable components to stores
— Release to Service – Certifying staff
• Authorised certifying staff functions and responsibilities
— Release to Service – Supervision
Detailed description of the system used to ensure that all maintenance tasks, applicable to the
work requested of the approved maintenance organisation, have been completed as required.
• Supervision content
• Control of the work package
— Release to Service – Certificate of release to service
• Procedure for signing the CRS (including preliminary actions)
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• Certificate of release to service wording and standardised form

• Completion of the aircraft continuing airworthiness record system
• Completion of CAAN Form 1
• Incomplete maintenance
• Check flight authorisation
• Copy of CRS and CAAN Form 1
— Records
— Special procedures
Such as specialised tasks, disposal of unsalvageable components, re-certification of parts not
having a CAAN Form 1, etc.
— Occurrence reporting
• Occurrences to be reported
• Timeframe of reports
• Information to be reported
• Recipients
— Management of indirect approval of the manual
• Amendments content eligible for indirect approval
• Responsibility
• Traceability
• Information to CAA Nepal
• Final validation
Part E – Appendices
— Sample of all documents used.
— List of maintenance locations.
— List of NCAR Part-145 or NCAR M.A. Subpart F organisations.
— List of subcontracted specialised services.
3. Approval
CAA Nepal should approve the manual in writing. This will normally be done by approving a list of
effective pages.
Minor amendments, or amendments to a large capability list, can be approved indirectly, through a
procedure approved by CAA Nepal.
4. Continuous compliance with NCAR Part-M
When a maintenance organisation manual no longer meets the requirements of NCAR Part-M, whether
through a change in NCAR Part-M, a change in the organisation or its activities, or through an
inadequacy shown to exist by verification inspections conducted under the organisational review, or
any other reason that affects the manuals conformity to requirements, the approved maintenance
organisation is responsible to prepare and have approved an amendment to its manual.
5. Distribution
The manual describes how the organisation works therefore the manual or relevant parts thereof need
to be distributed to all concerned staff in the organisation and contracted organisations.
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APPENDIX V TO AMC M.A.704 CONTINUING AIRWORTHINESS

MANAGEMENT EXPOSITION
CONTINUING AIRWORTHINESS MANAGEMENT EXPOSITION
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TABLE OF CONTENT

0
0.1 Corporate commitment by the accountable manager.
0.2 General information.
0.3 Management personnel.
0.4 Management organisation chart.
0.5 Notification procedure to CAA Nepal regarding changes to the organisation's

activities / approval / location / personnel.
0.6 Exposition amendment procedures.

1.1 Aircraft technical log utilisation and MEL application (commercial air transport).
Aircraft continuing airworthiness record system utilisation (non commercial air
transport).
1.2 Aircraft maintenance programmes – development amendment and approval.
1.3 Time and continuing airworthiness records, responsibilities, retention, access.
1.4 Accomplishment and control of airworthiness directives.
1.5 Analysis of the effectiveness of the maintenance programme(s).
1.6 Non mandatory modification embodiment policy.
1.7 Major modification standards.
1.8 Defect reports.
1.9 Engineering activity.
1.10 Reliability programmes.
1.11 Pre-flight inspections.
1.12 Aircraft weighing.
1.13 Check flight procedures.
Part 2 Quality system
2.1 Continuing airworthiness quality policy, plan and audits procedure.
2.2 Monitoring of continuing airworthiness management activities.
2.3 Monitoring of the effectiveness of the maintenance programme(s).
2.4 Monitoring that all maintenance is carried out by an appropriate maintenance

organisation.
2.5 Monitoring that all contracted maintenance is carried out in accordance with the
contract, including sub-contractors used by the maintenance contractor.
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2.6 Quality audit personnel.
Part 3 Contracted Maintenance
3.1 Maintenance contractor selection procedure.
3.2 Quality audit of aircraft.
Part 4 Airworthiness review procedures

4.1 Airworthiness review staff.
4.2 Review of aircraft records.
4.3 Physical survey.
4.4 Additional procedures for recommendations to CAA Nepal for the import of aircraft.
4.5 Recommendations to CAA Nepal for the issue of ARC.
4.6 Issuance of ARC.
4.7 Airworthiness review records, responsibilities, retention and access.
Part 5 Appendices
5.1 Sample documents;
5.2 List of airworthiness review staff;
5.3 List of subcontractors as per AMC M.A.201(h) 1 and NCAR M.A.711(a)3;
5.4 List of approved maintenance organisations contracted;
5.5 Copy of contracts for subcontracted work (Appendix II to AMC M.A.201(h) 1)
5.6 Copy of contracts with approved maintenance organisations.”
LIST OF EFFECTIVE PAGES
Page Revision Page Revision Page Revision
1 Original 3 Original 5 Original
2 Original 4 Original …. ….
DISTRIBUTION LIST
(The document should include a distribution list to ensure proper distribution of the
manual and to demonstrate to CAA Nepal that all personnel involved in continuing
airworthiness has access to the relevant information. This does not mean that all
personnel have to be in receipt of a manual but that a reasonable amount of manuals are
distributed within the organisation(s) so that the concerned personnel may have quick and
easy access to this manual.
Accordingly, the continuing airworthiness management exposition should be distributed to:
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- the operator's or the organisation’s management personnel and any person at a

lower level as necessary; and,
- the NCAR Part-145 or NCAR M.A. Subpart F contracted maintenance

organisation(s) ; and,
- CAA Nepal.
PART 0 GENERAL ORGANISATION
0.1 Corporate commitment by the accountable manager
(The accountable manager's exposition statement should embrace the intent of the
following paragraph and in fact this statement may be used without amendment. Any
modification to the statement should not alter the intent.)
This exposition defines the organisation and procedures upon which the NCAR M.A.
Subpart G approval of [Organization Name] under NCAR Part-M is based.
These procedures are approved by the undersigned and must be complied with, as
applicable; in order to ensure that all the continuing airworthiness activities including
maintenance for aircraft managed by [Organization Name] is carried out on time to an
approved standard.
It is accepted that these procedures do not override the necessity of complying with any
new or amended regulation published by CAA Nepalfrom time to time where these new or
amended regulations are in conflict with these procedures.
CAA Nepal will approve this organisation whilst CAA Nepal is satisfied that the procedures
are being followed. It is understood that CAA Nepal reserves the right to suspend, vary or
revoke the NCAR M.A. Subpart G continuing airworthiness management approval of the
organisation, as applicable, if CAA Nepal has evidence that the procedures are not followed
and the standards not upheld.
In the case of commercial air transport, suspension or revocation of the approval of the
NCAR Part-M Subpart G continuing airworthiness management approval would invalidate
the AOC.
0.2 General Information
a) Brief description of the organisation
(This paragraph should describe broadly how the whole organisation [i.e. including the
whole operator in the case of commercial air transport or the whole organisation when
other approvals are held] is organised under the management of the accountable
manager, and should refer to the organisation charts of paragraph 0.4.)
b) Relationship with other organisations
(This paragraph may not be applicable to every organisation.)
(1) Subsidiaries / mother company
(For clarity purpose, where the organisation belongs to a group, this paragraph should
explain the specific relationship the organisation may have with other members of that
group - e.g. links between [Organization Name] Airlines, [Organization Name] Finance,
[Organization Name] Leasing, [Organization Name] Maintenance, etc...)
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(2) Consortiums
(Where the organisation belongs to a consortium, it should be indicated here. The other
members of the consortium should be specified, as well as the scope of organisation of the
consortium [e.g. operations, maintenance, design (modifications and repairs), production
etc...]. The reason for specifying this is that consortium maintenance may be controlled
through specific contracts and through consortium's policy and/or procedures manuals that
might unintentionally override the maintenance contracts. In addition, in respect of
international consortiums, the respective competent authorities should be consulted and
their agreement to the arrangement clearly stated. This paragraph should then make
reference to any consortium's continuing airworthiness related manual or procedure and to
any CAA Nepal agreement that would apply.)
c) Aircraft managed – Fleet composition
(This paragraph should quote the aircraft types and the number of aircraft of each type.
The following is given as an example :)
[Organization Name] manages, as of 28 November 2003, the following:
. 3 B737-400
. 1 A 320-200
. 14 F27 (MK500), etc...
For commercial air transport, the fleet composition reference with the aircraft registrations
is given by [Organization Name] Airlines' current AOC (or elsewhere e.g. in the Operation
Manual, by agreement of CAA Nepal)
(Depending on the number of aircraft, this paragraph may be updated as follows:
1) the paragraph is revised each time an aircraft is removed from or added in the list.
2) the paragraph is revised each time a type of aircraft or a significant number of aircraft
is removed from or added to the list. In that case the paragraph should explain where
the current list of aircraft managed is available for consultation.)
d) Type of operation
(This paragraph should give broad information on the type of operations such as:
commercial, aerial work, non commercial, long haul/short haul/regional,
scheduled/charter, regions/countries/continents flown, etc)
0.3 Management personnel
a) Accountable manager
(This paragraph should address the duties and responsibilities of the accountable manager
as far asNCAR M.A. subpart G is concerned and demonstrate that he has corporate
authority for ensuring that all continuing airworthiness activities can be financed and
carried out to the required standard.)
b) Nominated post holder for continuing airworthiness (for commercial air transport)
(This paragraph should:
- Emphasise that the nominated post holder for continuing airworthiness is responsible to
ensure that allmaintenance is carried out on time to an approved standard.
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- Describe the extent of his authority as regards his NCAR Part-M responsibility for
continuing airworthiness.
This paragraph is not necessary for organisations not holding an AOC)
c) Continuing airworthiness coordination
(This paragraph should list the job functions that constitute the "group of persons" as
required by NCAR M.A.706(c) in enough detail so as to show that all the continuing
airworthiness responsibilities as described in NCAR Part-M are covered by the persons that
constitute that group. In the case of small operators, where the "Nominated Post holder
for continuing airworthiness constitutes himself the "group of persons", this paragraph
may be merged with the previous one.)
d) Duties and responsibilities
(This paragraph should further develop the duties and responsibilities of:
-the personnel listed in paragraphs c): “Continuing airworthiness coordination",
-the quality manager, as regards the quality monitoring of the maintenance system [which
includes the approved maintenance organisation(s)]
e) Manpower resources and training policy
(1) Manpower resources
(This paragraph should give broad figures to show that the number of people dedicated to
the performance of the approved continuing airworthiness activity is adequate. It is not
necessary to give the detailed number of employees of the whole company but only the
number of those involved in continuing airworthiness. This could be presented as follows)
As of 28 November 2003, the number of employees dedicated to the performance of the

continuing airworthiness management system is the following:
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Full Time Part Time in

equivalent full
time
Quality monitoring AA aa = AA’
Continuing airworthiness BB bb = BB’

management
(Detailed information about BB1 bb1 = BB1’

the
management group of BB2 bb2 = BB2’

persons)
Other... CC cc =CC’
Total TT tt = TT’
Total Man hours TT + TT’
(Note: According to the size and complexity of the organisation, this table may be further
developed or simplified)
(2) Training policy
(This paragraph should show that the training and qualification standards for the personnel
quoted above are consistent with the size and complexity of the organisation. It should
also explain how the need for recurrent training is assessed and how the training recording
and follow-up is performed)
0.4 Management organisation charts
a) General organisation chart
This flow chart should provide a comprehensive understanding of the whole

company's organisation. For example in the case of an AOC holder:
Quality
Accountable assurance
manager
department
Continuing
……. Marketing Operations airworthiness
b) Continuing airworthiness managementorganization chart
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This flow chart should give further details on the continuing airworthiness
Management system, and should clearly show the independence of the quality
monitoring system, including the links between the quality assurance
department and the other departments (see example below). This flow chart
may be combined with the one above or subdivided as necessary, depending on
the size and the complexity of the organisation. For example in the case of an
AOCholder:
Accountable manager
Quality
assurance
Nominated post holder
Contracts Technical Planning
Technical Technical Technical

airframes engines avionics
0.5 Notification procedure to CAA Nepal regarding changes to the

organisation's activities / approval / location / personnel
(This paragraph should explain in which occasion the company should inform CAA Nepal
prior to incorporating proposed changes; for instance:
The accountable manager (or any delegated person such as the engineering director or the
quality manager) will notify to CAA Nepal any change concerning:
(1) the company's name and location(s)
(2) the group of person as specified in paragraph 0.3.c)
(3) operations, procedures and technical arrangements, as far as they may affect the
approval.
[Organization Name] will not incorporate such change until the change have been
assessed and approved by CAA Nepal.)
0.6 Exposition amendment procedure
(This paragraph should explain who is responsible for the amendment of the exposition
and submission to CAA Nepal for approval. This may include, if agreed by CAA Nepal the
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possibility for the approved organisation to approve internally minor changes that have no
impact on the approval held. The paragraph should then specify what types of changes are
considered as minor and major and what the approval procedures for both cases are).
PART 1 CONTINUING AIRWORTHINESS MANAGEMENT PROCEDURES
1.1 Aircraft technical log utilisation and MEL application
or
1.1 Aircraft continuing airworthiness record system utilisation
a) Aircraft technical log and/or continuing airworthiness record system
(1) General
(It may be useful to remind, in this introduction paragraph, the purpose of the aircraft
technical log system and/or continuing airworthiness record system, with special care to
the options of NCAR M.A.305 and NCAR M.A.306 For that purpose, paragraphs of NCAR
M.A.305 and NCAR M.A.306 may be quoted or further explained.)
(2) Instructions for use
(This paragraph should provide instructions for using the aircraft technical log and/or
continuing airworthiness record system. It should insist on the respective responsibilities
of the maintenance personnel and operating crew. Samples of the technical log and/or
continuing airworthiness record system should be included in Part 5 "Appendices" in order
to provide enough detailed instructions.)
(3) Aircraft technical log approval (For commercial air transport)
(This paragraph should explain who is responsible for submitting the aircraft technical log
any subsequent amendment to CAA Nepal for approval and what is the procedure to be
followed)
b) M.E.L. application
(Although the MEL is a document that is normally not controlled by the continuing
airworthiness management system, and that the decision of whether accepting or not a
MEL tolerance normally remains the responsibility of the operating crew, this paragraph
should explain in sufficient detail the MEL application procedure, because the MEL is a tool
that the personnel involved in maintenance have to be familiar with in order to ensure
proper and efficient communication with the crew in case of a defect rectification to be
deferred.)
(This paragraph does not apply to those types of aircraft that do not have an MEL or are
not used for commercial air transport and that are not required to have one.)
(1) General
(This paragraph should explain broadly what a MEL document is. The information could be
extracted from the aircraft flight manual.)
(2) MEL categories
(Where an owner/operator uses a classification system placing a time constraint on the

rectification of such defect, it should be explained here what are the general principles of
such a system. It is essential for the personnel involved in maintenance to be familiar with
it for the management of MEL's deferred defect rectification.)
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(3) Application
(This paragraph should explain how the maintenance personnel identify a MEL limitation to
the crew. This should refer to the technical log procedures).
(4) Acceptance by the crew (For commercial air transport)
(This paragraph should explain how the crew notifies his acceptance or non acceptance of
the MEL deferment in the technical log)
(5) Management of the MEL time limits
(After a technical limitation is accepted by the crew, the defect must be rectified within the
time limit specified in the MEL. There should be a system to ensure that the defect will
actually be corrected before that limit. This system could be the aircraft technical log for
those [small] operators that use it as a planning document, or a specific follow-up system,
in other cases, where control of the maintenance time limit is ensured by another means
such as data processed planning systems.)
(6) MEL Time Limitation Overrun
(CAA Nepal may grant the owner/operator to overrun MEL time limitation under specified
conditions. Where applicable this paragraph should describe the specific duties and
responsibilities for controlling these extensions.)
1.2 Aircraft maintenance programmes - development and amendment
a) General
(This introductory paragraph should remind that the purpose of a maintenance

programme is to provide maintenance planning instructions necessary for the safe
operation of the aircraft.)
b) Content
(This paragraph should explain what is [are] the format[s] of the company's aircraft
maintenance programme[s]. Appendix I to AMC M.A.302 (a) and NCAR M.B.301 (d) should
be used as a guideline to develop this paragraph.)
c) Development
(1) Sources
(This paragraph should explain what are the sources [MRB, MPD, Maintenance Manual,
etc...] used for the development of an aircraft maintenance programme.)
(2) Responsibilities
(This paragraph should explain who is responsible for the development of an aircraft
maintenance programme)
(3) Manual amendments
(This paragraph should demonstrate that there is a system for ensuring the continuing
validity of the aircraft maintenance programme. Particularly, it should show how any
relevant information is used to update the aircraft maintenance programme. This should
include, as applicable, MRB report revisions, consequences of modifications, manufacturers
and CAA Nepal recommendations, in service experience, and reliability reports.)
(4) Acceptance by the authority
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(This paragraph should explain who is responsible for the submission of the maintenance
programme to CAA Nepal and what the procedure to follow is. This should in particular
address the issue of CAA Nepal approval for variation to maintenance periods. This may
include, if agreed by CAA Nepal the possibility for the approved organisation to approve
internally certain changes. The paragraph should then specify what types of changes are
concerned and what the approval procedures are.)
1.3 Time and continuing airworthiness records, responsibilities, retention,

access
a) Hours and cycles recording
(The recording of flight hours and cycles is essential for the planning of maintenance tasks.
This paragraph should explain how the continuing airworthiness management organisation
has access to the current flight hours and cycle information and how it is processed
through the organisation.)
b) Records
(This paragraph should give in detail the type of company documents that are required to
be recorded and what are the recording period requirements for each of them. This can be
provided by a table or series of tables that would include the following:
-Family of document [if necessary],
-Name of document,
-Retention period,
-Responsible person for retention,
-Place of retention,)
c) Preservation of records
(This paragraph should set out the means provided to protect the records from fire, floods,
etc.. as well as the specific procedures in place to guarantee that the records will not be
altered during the retention period [especially for the computer record].)
d) Transfer of continuing airworthiness records
(This paragraph should set out the procedure for the transfer of records, in case of
purchase/lease-in, sale/lease-out and transfer to another organisation of an aircraft. In
particular, it should specify which records have to be transferred and who is responsible
for the coordination [if necessary] of the transfer.)
1.4 Accomplishment and control of Airworthiness Directives
(This paragraph should demonstrate that there is a comprehensive system for the
management of airworthiness directives. This paragraph may for instance include the
following Sub-paragraphs:)
a) Airworthiness directive information
(This paragraph should explain what the AD information sources are and who receives
them in the company. Where available, redundant sources [e.g. CAA Nepal +
manufacturer or association] may be useful.)
b) Airworthiness directive decision
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(This paragraph should explain how and by whom the AD information is analysed and
what kind of information is provided to the contracted maintenance organisations in order
to plan and to perform the airworthiness directive. This should as necessary include a
specific procedure for emergency airworthiness directive management)
c) Airworthiness directive control
(This paragraph should specify how the organisation manages to ensure that all the
applicable airworthiness directives are performed and that they are performed on time.
This should include a close loop system that allows verifying that for each new or revised
airworthiness directive and for each aircraft:
- the AD is not applicable or,
- if the AD is applicable:
- the Airworthiness Directive is not yet performed but the time limit is not overdue,
- the Airworthiness Directive is performed, and any repetitive inspection are

identified and performed.
This may be a continuous process or may be based on scheduled reviews.)
1.5 Analysis of the effectiveness of the maintenance programme
(this paragraph should show what tools are used in order to analyse the efficiency of the
maintenance programme, such as:
-PIREPS,
-air turn-backs
-spare consumption,
-repetitive technical occurrence and defect,
-technical delays analysis [through statistics if relevant],
-technical incidents analysis [through statistics if relevant],
-etc...
The paragraph should also indicate by whom and how these data are analysed, what is the
decision process to take action and what kind of action could be taken. This may include:
-amendment of the maintenance programme,
-amendment of maintenance or operational procedures,
-etc...)
1.6 Non-mandatory modification embodiment policy
(This paragraph should specify how the non-mandatory modification information are
processed through the organisation, who is responsible for their assessment against the
operator's/owner’s own need and operational experience, what are the main criteria for
decision and who takes the decision of implementing [or not] a non-mandatory
modification).
1.7 Major repair modification standards
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(This paragraph should set out a procedure for the assessment of the approval status of
any major modification before embodiment. This will include the assessment of the need
of a CAA Nepal or design organisation approval. It should also identify the type of approval
required, and the procedure to follow to have a modification approved by CAA Nepal or
design organisation.)”
1.8 Defect reports
a) Analysis
(This paragraph should explain how the defect reports provided by the contracted
maintenance organisations are processed by the continuing airworthiness management
organisation. Analysis should be conducted in order to give elements to activities such as
maintenance programme evolution and non mandatory modification policy.)
b) Liaison with manufacturers and regulatory authorities
(Where a defect report shows that such defect is likely to occur to other aircraft, a liaison
should be established with the manufacturer and the certification CAA Nepal, so that they
may take all the necessary action.)
c) Deferred defect policy
(Defects such as cracks and structural defect are not addressed in the MEL and CDL.
However, it may be necessary in certain cases to defer the rectification of a defect. This
paragraph should establish the procedure to be followed in order to be sure that the
deferment of any defect will not lead to any safety concern. This will include appropriate
liaison with the manufacturer.)
1.9 Engineering activity
(Where applicable, this paragraph should expose the scope of the organisation’s
engineering activity in terms of approval of modification and repairs. It should set out a
procedure for developing and submitting a modification/repair design for approval to CAA
Nepal and include reference to the supporting documentation and forms used. It should
identify the person in charge of accepting the design before submission to CAA Nepal.
Where the organisation has a DOA capability under EASA Part-21, it should be indicated
here and the related manuals should be referred to.)
1.10 Reliability programmes
(This paragraph should explain appropriately the management of a reliability programme.

It should at least address the following:
-extent and scope of the operator's reliability programmes,
-specific organisational structure, duties and responsibilities,
-establishment of reliability data,
-analysis of the reliability data,
-corrective action system (maintenance programme amendment),
-scheduled reviews (reliability meetings, the participation of CAA Nepal)
(This paragraph may be, where necessary, subdivided as follows:)
a) Airframe
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b) Propulsion
c) Component
1.11 Pre-flight inspections
(This paragraph should show how the scope and definition of pre-flight inspection, that are
usually performed by the operating crew, is kept consistent with the scope of the
maintenance performed by the contracted maintenance organisations. It should show how
the evolution of the pre-flight inspection content and the maintenance programme are
concurrent, each time necessary.)
(The following paragraphs are self-explanatory. Although these activities are normally not
performed by continuing airworthiness personnel, these paragraphs have been placed here
in order to ensure that the related procedures are consistent with the continuing
airworthiness activity procedures.)
a) Preparation of aircraft for flight
b) Sub-contracted ground handling function
c) Security of Cargo and Baggage loading
d) Control of refueling, Quantity/Quality
e) Control of snow, ice, residues from de-icing or anti-icing operations, dust and sand
contamination to an approved standard.
1.12 Aircraft weighing
(This paragraph should state in which occasion an aircraft has to be weighed [for instance
after a major modification because of weight and balance operational requirements, etc.]
who performs it, according to which procedure, who calculates the new weight and balance
and how the result is processed into the organisation.)
(The criteria for performing a check flight are normally included in the aircraft
maintenance programme. This paragraph should explain how the check flight procedure is
established in order to meet its intended purpose [for instance after a heavy maintenance
check, after engine or flight control removal installation, etc...], and the release
procedures to authorise such a check flight.)
PART 2- QUALITY SYSTEM
2.1 Continuing airworthiness quality policy, plan and audits procedure
a) Continuing airworthiness quality policy
(This paragraph should include a formal Quality Policy statement; that is a commitment on
what the Quality System is intended to achieve. It should include at the minimum
monitoring compliance with NCAR Part-M and any additional standards specified by the
organisation.)
b) Quality plan
(This paragraph should show how the quality plan is established. The quality plan will
consist of a quality audit and sampling schedule that should cover all the areas specific to
NCAR Part-M in a definite period of time. However, the scheduling process should also be
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dynamic and allow for special evaluations when trends or concerns are identified. In case
of sub-contracting, this paragraph should also address the planning of the auditing of
subcontractors at the same frequency as the rest of the organisation.)
c) Quality audit procedure
(The quality audit is a key element of the quality system. Therefore, the quality audit
procedure should be sufficiently detailed to address all the steps of an audit, from the
preparation to the conclusion, show the audit report format [e.g. by ref. to paragraph 5.1
"sample of document"], and explain the rules for the distribution of audits reports in the
organisation [e.g.: involvement of the Quality Manager, Accountable Manager, Nominated
Postholder, etc...].)
d) Quality audit remedial action procedure
(This paragraph should explain what system is put in place in order to ensure that the
corrective actions are implemented on time and that the result of the corrective action
meets the intended purpose. For instance, where this system consists in periodical
corrective actions review, instructions should be given how such reviews should be
conducted and what should be evaluated.)
2.2 Monitoring of continuing airworthiness management activities
(This paragraph should set out a procedure to periodically review the activities of the
maintenance management personnel and how they fulfil their responsibilities, as defined in
Part 0.)
2.3 Monitoring of the effectiveness of the maintenance programme(s)
(This paragraph should set out a procedure to periodically review that the effectiveness of
the maintenance programme is actually analysed as defined in Part 1.)
2.4 Monitoring that all maintenance is carried out by an appropriate

maintenance organisation
(This paragraph should set out a procedure to periodically review that the approval of the
contracted maintenance organisations are relevant for the maintenance being performed
on the operator's fleet. This may include feedback information from any contracted
organisation on any actual or contemplated amendment, in order to ensure that the
maintenance system remains valid and to anticipate any necessary change in the
maintenance agreements.)
If necessary, the procedure may be subdivided as follows:
a) Aircraft maintenance
b) Engines
c) Components
2.5 Monitoring that all contracted maintenance is carried out in accordance

with the contract, including sub-contractors used by the maintenance contractor
(This paragraph should set out a procedure to periodically review that the continuing
airworthiness management personnel are satisfied that all contracted maintenance is
carried out in accordance with the contract. This may include a procedure to ensure that
the system allows all the personnel involved in the contract [including the contractors and
his subcontractors] to be acquainted with its terms and that, for any contract amendment,
relevant information is dispatched in the organisation and at the contractor.)
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2.6 Quality audit personnel
(This paragraph should establish the required training and qualification standards of
auditors. Where persons act as a part time auditor, it should be emphasized that this
person must not be directly involved in the activity he/she audits.)
PART 3- CONTRACTED MAINTENANCE
3.1 Maintenance contractor selection procedure
(This paragraph should explain how a maintenance contractor is selected by the continuing
airworthiness management organisation. Selection should not be limited to the verification
that the contractor is appropriately approved for the type of aircraft, but also that the
contractor has the industrial capacity to undertake the required maintenance. This
selection procedure should preferably include a contract review process in order to ensure
that:
- the contract is comprehensive and that no gap or unclear area remains,
- everyone involved in the contract [both at the continuing airworthiness management

organisation and at the maintenance contractor] agrees with the terms of the
contract and fully understand his responsibility.
- that functional responsibilities of all parties are clearly identified.
- is signed by the owner/lessee of the aircraft in the case of non-commercial air

transport.
In the case of non commercial air transport, this activity should be carried in agreement
with the owner.)
3.2 Quality audit of aircraft
(This paragraph should set out the procedure when performing a quality audit of an
aircraft. It should set out the differences between an airworthiness review and quality
audit. This procedure may include:
- compliance with approved procedures;
- contracted maintenance is carried out in accordance with the contract;
- continued compliance with NCAR Part-M.
PART 4- AIRWORTHINESS REVIEW PROCEDURES
4.1 Airworthiness review staff
(This paragraph should establish the working procedures for the assessment of the
airworthiness review staff. The assessment addresses experience, qualification, training
etc. A description should be given regarding the issuance of authorisations for the
airworthiness review staff and how records are kept and maintained.)
4.2 Review of aircraft records
(This paragraph should describe in detail the aircraft records that are required to be
reviewed during the airworthiness review. The level of detail that needs to be reviewed
should be described and the number of records that need to be reviewed during a
sample check.)”
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4.3 Physical survey
(This paragraph should describe how the physical survey needs to be performed. It should
list the topics that need to be reviewed, the physical areas of the aircraft to be inspected,
which documents onboard the aircraft that need to be reviewed etc...)
4.4 Additional procedures for recommendations to CAA Nepal for the import
of aircraft
(This paragraph should describe the additional tasks regarding the recommendation for
the issuance of an airworthiness review certificate in the case of an import of an aircraft.
This should include: communication with CAA Nepal, additional items to be reviewed
during the airworthiness review of the aircraft, specification of maintenance required to
be carried out, etc...)”
4.5 Recommendations to CAA Nepal for the issue of airworthiness review

certificates
(This paragraph should stipulate the communication procedures with CAA Nepal in case of
a recommendation for the issuance of an airworthiness review certificate. In addition the
content of the recommendation should be described.)
4.6 Issuance of airworthiness review certificates
(This paragraph should set out the procedures for the issuance of the ARC. It should
address record keeping, distribution of the ARC copies etc. This procedure should ensure
that only after an airworthiness review that has been properly carried out, an ARC will be
issued.)
4.7 Airworthiness review records, responsibilities, retention and access
(This paragraph should describe how records are kept, the periods of record keeping,
location where the records are being stored, access to the records and responsibilities.)
PART 5- APPENDICES
5.1 Sample documents
(A self explanatory paragraph)
5.2 List of airworthiness review staff
5.3 List of sub-contractors as per AMC M.A.201 (h) 1 and M.A.711 (a) 3.
(A self explanatory paragraph, in addition it should set out that the list should be
periodically reviewed)
5.4 List of approved maintenance organisations contracted
(A self explanatory paragraph, in addition it should set out that the list should be
periodically reviewed)
5.5 Copy of contracts for sub-contracted work (appendix II to AMC M.A.201 (h) 1)
5.6 Copy of contracts with approved maintenance organisations(A self explanatory

paragraph)
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APPENDIX VI TO AMC M.B.602 (F)CAAN FORM 6F
NCAR M.A. SUBPART F APPROVAL RECOMMENDATION REPORT

CAAN FORM 6F
Part 1: General
Name of organisation:
Approval reference:
Requested approval rating/
CAAN Form 3 dated*:
Other approvals held (If app.)
Address of facility audited:
Audit period: from …….. to ……………
Date(s) of audit(s):
Audit reference(s):
Persons interviewed:
CAA Nepal surveyor: Signature(s):
CAA Nepal office:Date of CAAN Form 6F part 1 completion:
*delete where applicable
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CAAN FORM 6F
Part 2: NCAR M.A. Subpart F Compliance Audit Review
The five columns may be labeled and used as necessary to record the approval product line or
facility, including subcontractor’s, reviewed. Against each column used of the following NCAR M.A.
Subpart Fsubparagraphs please either tick () the box if satisfied with compliance or cross (X) the
box if not satisfied with compliance and specify the reference of the Part 4 finding next to the box
or enter N/A where an item is not applicable, or N/R when applicable but not reviewed.
Para Subject
M.A. Extent of approval

603
M.A. Maintenance Organisation

604 Manual (see Part 3)
M.A. Facilities
605
M.A. Personnel requirements

606
M.A. Certifying staff

607
M.A. Components, Equipment and

608 tools
M.A. Maintenance data

609
M.A. Maintenance work orders

610
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M.A. Maintenance standards

611
M.A. Aircraft certificate of release to

612 service
M.A. Component certificate of

613 release to service
M.A. Maintenance records

614
M.A. Privileges of the organisation

615
M.A. Organisational review

616
M.A. Changes to the approved

617 maintenance organisation
M.A. Findings
619
CAA Nepalsurveyor(s): Signature(s):
CAA Nepaloffice: Date of CAAN Form 6F part 2 completion:
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NCAR M.A SUBPART F APPROVAL RECOMMENDATION REPORT

CAAN FORM 6F
PART 3: Compliance with NCAR M.A. Subpart F maintenance organisation manual
(MOM)
Please either tick (  ) the box if satisfied with compliance; or cross (x) if not satisfied
with compliance and specify the reference of the Part 4 finding; or enter N/A where an
item is not applicable; or N/R when applicable but not reviewed.
Part A General
1.1 Table of content
1.2 List of effective pages
1.3 Record of amendments
1.4 Amendment procedure
1.5 Distribution
1.6 Accountable manager’s statement
Part B Description
2.1 Organisation’s scope of work
2.2 General presentation of the organisation
2.3 Name and title of management personnel
2.4 Organisation chart
2.5 Certifying staff
2.6 Personnel
2.7 General description of the facility
2.8 Tools, equipment and material
2.9 Maintenance data
Part C General procedures
3.1 Organisational review

3.2 Training
3.3 Contracting
3.4 One time authorisations
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CAAN FORM 6F
PART 3: Compliance with NCAR M.A. Subpart F maintenance organisation manual (MOM)
Part D Working Procedures

4.1 Work order acceptance
4.2 Preparation and issue of work package
4.3 Logistics
4.4 Execution
4.5 Release to service – Certifying staff

4.6 Release to service – Supervision
4.7 Release to service – Certificate of release to service
4.8 Records
4.9 Special procedures
4.10 Occurrence reporting
4.11 Management of indirect approval of the manual
Part E Appendices
5.1 Sample of all documents used
5.2 List of subcontractors
5.3 List of maintenance locations
5.4 List of NCAR Part-145 or NCAR M.A. Subpart F organisations
MOM reference: MOM amendment:
CAA Nepal audit staff: Signature(s):
CAA Nepal office: Date of CAAN Form 6F part 3 completion:
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CAAN FORM 6F
Part 4: Findings regarding NCAR M.A. Subpart F compliance status
Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be
identified by a simple cross reference to the Part 2 requirement. All non-rectified findings should
be copied in writing to the organisation for the necessary corrective action.
L
Audit reference(s): e Corrective action
Part v
e
2 or 3 Findings l Date Date
ref. Due Closed Reference
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CAAN FORM 6F
Part 5: NCAR M.A. Subpart F approval or continued approval or change recommendation
Approval reference:
Audit reference(s):
The following NCAR M.A. Subpart Fscope of approval is recommended for this organisation:
Or, it is recommended that the NCAR M.A. Subpart Fscope of approval specified in CAAN Form 3
referenced ...................................................... be continued.
Name of recommending CAA Nepalsurveyor:
Signature of recommending CAA Nepalsurveyor:
CAA Nepaloffice:
Date of recommendation:
CAAN Form 6F review (quality check) : Date:
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APPENDIX VII TO AMC M.B.702(f) CAAN FORM 13
NCAR M.A. SUBPART G APPROVAL RECOMMENDATION REPORT

CAAN FORM 13
Part 1: General
Approval reference:
Requested approval rating/
CAAN Form 14 or AOC dated*:
Other approvals held (if app.)
Address of facility(ies) audited:
Audit period: from: to:
Date(s) of audit(s):
Audit reference(s):
Persons interviewed:
CAA Nepal surveyor: Signature(s):
CAA Nepal office: Date of CAAN Form 13 part 1 completion:
*delete as where applicable
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CAAN FORM 13
Part 2: NCAR M.A. Subpart GCompliance Audit Review
The five columns may be labeled and used as necessary to record the approval product line or
facility, including subcontractor’s, reviewed. Against each column used of the following NCAR
M.A. Subpart G subparagraphs please either tick () the box if satisfied with compliance, or cross
(X) the box if not satisfied with compliance and specify the reference of the Part 4 finding next to
the box, or enter N/A where an item is not applicable, or N/R when applicable but not reviewed.
Para Subject
M.A.703 Extent of approval
M.A.704 Continuing airworthiness

management exposition
(see Part 3)
M.A.705 Facilities
M.A.706 Personnel requirements
M.A.707 Airworthiness review staff
M.A.708 Continuing airworthiness

management
M.A.201 Responsibilities
M.A.202 Occurrence reporting
M.A.302 Aircraft maintenance

programme
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M.A.303 Airworthiness directives
M.A.304 Data for modifications and

repairs
M.A.305 Aircraft continuing

airworthiness record system
M.A.306 Operator’s technical log

system
M.A.307 Transfer of aircraft

continuing airworthiness
records
M.A.709 Documentation
M.A.710 Airworthiness review
M.A.711 Privileges of the

organisation
M.A.712 Quality system
M.A.713 Changes to the approved

continuing airworthiness
organisation
M.A.714 Record keeping
M.A.716 Findings
CAA Nepal surveyor(s): Signature(s):
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NCARM.A. SUBPART G APPROVAL RECOMMENDATION REPORT

CAAN FORM 13
PART 3: Compliance with NCAR M.A. Subpart Gcontinuing airworthiness management

exposition (CAME)
Please either tick () the box if satisfied with compliance; or cross (x) if not satisfied with
compliance and specify the reference of the Part 4 finding; or enter N/A where an item is not
applicable; or N/R when applicable but not reviewed.
0.1 Corporate commitment by the accountable manager

0.2 General information
0.3 Management personnel

0.4 Management organisation chart
Notification procedure to CAA Nepal regarding changes to the
0.5 organisation’s activities/approval/location/personnel
0.6 Exposition amendment procedures

Aircraft technical log utilisation and MEL application (commercial air
transport)
1.1
Aircraft continuing airworthiness record system utilisation (non commercial
air transport)
Aircraft maintenance programmes – development amendment and
1.2
approval
Time and continuing airworthiness records, responsibilities, retention,
1.3
access
1.4 Accomplishment and control of airworthiness directives
1.5 Analysis of the effectiveness of the maintenance programme(s)
1.6 Non mandatory modification embodiment policy
1.7 Major modification standards
1.8 Defect reports
1.9 Engineering activity
1.10 Reliability programmes
1.11 Pre-flight inspections
1.12 Aircraft weighing
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Part 2 Quality system
2.1 Continuing airworthiness quality policy, plan and audits procedure

2.2 Monitoring of continuing airworthiness management activities
2.3 Monitoring of the effectiveness of the maintenance programme(s)

Monitoring that all maintenance is carried out by an appropriate
2.4
maintenance organisation
Monitoring that all contracted maintenance is carried out in accordance
2.5 with the contract, including subcontractors used by the maintenance
contractor
2.6 Quality audit personnel
Part 3 Contracted Maintenance
3.1 Maintenance contractor selection procedure

3.2 Detailed list of maintenance contractors
3.3 Quality audit of aircraft
Part 4 Airworthiness review procedures
4.1 Airworthiness review staff

4.2 Review of aircraft records
4.3 Physical survey

Additional procedures for recommendations to CAA Nepal for the import of
4.4
aircraft
Recommendations to CAA Nepal for the issue of airworthiness review
4.5
certificates
4.6 Issuance of airworthiness review certificates
4.7 Airworthiness review records, responsibilities, retention and access
Part 4B Permit to fly procedures
4B.1 Conformity with approved flight conditions
4B.2 Issue of permit to fly under the CAMO privilege

4B.3 Permit to fly authorised signatories
4B.4 Interface with the local authority for the flight

4B.5 Permit to fly records, responsibilities, retention and access.
Part 5 Appendices
5.1 Sample Documents
5.2 List of airworthiness review staff
5.3 List of subcontractors as per NCAR M.A.711 (a) 3 and AMC M.A.201 (h) 1
5.4 List of approved maintenance organisations contracted
5.5 Copy of contracts for subcontracted work (appendix 2 to AMC M.A.201 (h) 1
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5.6 Copy of contracts with approved maintenance organisations
CAME Reference: CAME Amendment:
CAA Nepal audit staff: Signature(s):
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CAAN FORM 13
Part 4: Findings regarding NCAR M.A. Subpart G compliance status
Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be
identified by a simple cross reference to the Part 2 requirement. All non-rectified findings should
be copied in writing to the organisation for the necessary corrective action.
L
Audit reference(s): e Corrective action
Part v
e
2 or 3 Findings l Date Date
ref. Due Closed Reference
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CAAN FORM 13
Part 5: NCAR M.A. Subpart G approval or continued approval or change recommendation
Approval reference:
Audit reference(s):
The following NCAR M.A. Subpart G scope of approval is recommended for this organisation:
Or, it is recommended that the NCAR M.A. Subpart G scope of approval specified in CAANForm 14
referenced ...................................................... be continued.
Name of recommending CAA Nepalsurveyor:
Signature of recommending CAA Nepalsurveyor:
CAA Nepaloffice:
Date of recommendation:
CAAN Form 13 review (quality check) : Date:
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APPENDIX VIII TO AMC M.A.616

This is only applicable to organisations with less than 10 maintenance staff members. For larger
organisations, the principles and practices of an independent quality system should be used.
Depending on the complexity of the small organisation (number and type of aircraft, number of
different fleets, subcontracting of specialised services, etc.), the organisational review system may
vary from a system using the principles and practices of a quality system (except for the requirement
of independence) to a simplified system adapted to the low complexity of the organisation and the
aircraft managed.
As a core minimum, the organisational review system should have the following features, which
should be described in the Maintenance Organisation Manual (MOM):
a. Identification of the person responsible for the organisational review programme.
By default, this person should be the accountable manager, unless he delegates this responsibility
to (one of) the NCAR M.A.606(b) person(s).
b. Identification and qualification criteria for the person(s) responsible for performing the
organisational reviews.
These persons should have a thorough knowledge of the regulations and of the maintenance
organisation procedures. They should also have knowledge of audits, acquired through training or
through experience (preferably as an auditor, but also possibly because they actively participated
in several audits conducted by CAA Nepal).
c. Elaboration of the organisational review programme:
• Checklist(s) covering all items necessary to be satisfied that the organisation delivers a safe
product and complies with the regulation. All procedures described in the MOM should be
addressed.
• A schedule for the accomplishment of the checklist items. Each item should be checked at
least every 12 months. The organisation may choose to conduct one full review annually or to
conduct several partial reviews.
d. Performance of organisational reviews
Each checklist item should be answered using an appropriate combination of:
• review of records, documentation, etc.
• sample check of aircraft under contract or being maintained under a work order.
• interview of personnel involved.
• review of discrepancies and difficulty internal reports (e.g. notified difficulties in using
current procedures and tools, systematic deviations from procedures, etc.).
• review of complaints filed by customers after delivery.
e. Management of findings and occurrence reports.
• All findings should be recorded and notified to the affected persons.
• All level 1 findings, in the sense of NCAR M.A.619(a), should be immediately notified to
CAA Nepal and all necessary actions on aircraft in service should be immediately taken.
• All occurrence reports should be reviewed with the aim for continuous improvement of the
system by identifying possible corrective and preventive actions. This should be done in order
to find prior indicators (e.g., notified difficulties in using current procedures and tools,
systematic deviations from procedures, unsafe behaviours, etc.), and dismissed alerts that, had
they been recognised and appropriately managed before the event, could have resulted in the
undesired event being prevented.
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• Corrective and preventive actions should be approved by the person responsible for the
organisational review programme and implemented within a specified time frame.
• Once the person responsible for the organisational review programme is satisfied that the
corrective action is effective, closure of the finding should be recorded along with a summary
of the corrective action.
• The accountable manager should be notified of all significant findings and, on a regular basis,
of the global results of the organisational review programme.
Following is a typical example of a simplified organisational review checklist, to be adapted as
necessary to cover the MOM procedures:
1 – Scope of work
Check that:
• All aircraft and components under maintenance or under contract are covered in the
CAAN Form 3.
• The scope of work in the MOM does not disagree with the CAAN Form 3.
• No work has been performed outside the scope of the CAAN Form 3 and the MOM.
2 - Maintenance data
• Check that maintenance data to cover the aircraft in the scope of work of the MOM are
present and up-to-date.
• Check that no change has been made to the maintenance data from the TC holder without
being notified.
3 – Equipment and Tools
• Check the equipment and tools against the lists in the MOM and check if still appropriate
to the TC holder’s instructions.
• Check tools for proper calibration (sample check).
4 – Stores
• Do the stores meet the criteria in the procedures of the MOM?
• Check by sampling some items in the store for presence of proper documentation and any
overdue items.”
5 – Certification of maintenance
• Has maintenance on products and components been properly certified?
• Have implementation of modifications/repairs been carried out with appropriate approval
of such modifications/repairs (sample check).
6 – Relations with the owners/operators
• Has maintenance been carried out with suitable work orders?
• When a contract has been signed with an owner/operator, has the obligations of the
contracts been respected on each side?
7 – Personnel
• Check that the current accountable manager and other nominated persons are correctly
identified in the approved MOM.
• If the number of personnel has decreased or if the activity has increased, check that the
staff are still adequate to ensure a safe product.
• Check that the qualification of all new personnel (or personnel with new functions) has
been appropriately assessed.
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• Check that the staff have been trained, as necessary, to cover changes in:
o regulations,
o CAA Nepal publications,
o the MOM and associated procedures,
o the products in the scope of work,
o maintenance data (significant ADs, SBs, etc.).
8 – Maintenance contracted
• Sample check of maintenance records:
o Existence and adequacy of the work order,
o Data received from the maintenance organisation:
▪ Valid CRS including any deferred maintenance,
▪ List of removed and installed equipment and copy of the associated CAAN
Form 1 or equivalent.
• Obtain a copy of the current approval certificate (CAAN Form 3) of the maintenance
organisations contracted.
9 – Maintenance subcontracted
Check that subcontractors for specialised services are properly controlled by the
organization.”
10 – Technical records and record-keeping
• Have the maintenance actions been properly recorded?
• Have the certificates (CAAN Form 1 and Conformity certificates) been properly collected
and recorded?
• Perform a sample check of technical records to ensure completeness and storage during
the appropriate periods.
• Is storage of computerised data properly ensured?
11 – Occurrence reporting procedures
• Check that reporting is properly performed.
• Actions taken and recorded.
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APPENDIX IX TO AMC M.A.602 AND AMC M.A.702CAAN FORM 2
Application for
CAA NepalNCAR Part-M Subpart F Approval* initial grant*/Change*
NCAR Part-145 Approval* initial grant*/Change*
NCAR Part-M Subpart G Approval* initial grant*/Change*
1.Registered name of applicant:
2.Trading name (if different):
3.Addresses requiring approval:
4.Tel. ..............................................; Fax .....................................; E-mail ..............................;
5.Scope of approval relevant to this application: see page 2 for possibilities in the case of a Subpart-
F/NCAR Part-145 approval:
6.Position and name of the (proposed*) Accountable Manager:.....................................................
7.Signature of the (proposed*) Accountable Manager: .......................................
8.Place: ........................................................
9.Date: ........................................................
Note (1): A note giving the address(es) to which the Form(s) should be sent.
Note (2): An optional note to give information on any fees payable.
* delete as applicable
Page 1 of 2
CAAN Form 2
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SCOPE OF APPROVAL AVAILABLE
CLASS RATING LIMITATION BASE LINE
AIRCRAFT A1 Aeroplanes above 5700 [Rating reserved to Maintenance [YES/ [YES/

kg Organisations approved in accordance with NO]* NO]*
(NCAR Part-145)]
[State aeroplane manufacturer or group or

series or type and/or the maintenance
tasks]
Example: Airbus A320 Series
A2 Aeroplanes 5700 kg and [State aeroplane manufacturer or group or [YES/ [YES/

below series or type and/or the maintenance NO]* NO]*
tasks]
Example: DHC-6 Twin Otter Series
State whether the issue of airworthiness

review certificates is requested or not (only
possible for LA1 aircraft not involved in
commercial operations)
A3 Helicopters [State helicopter manufacturer or group or [YES/ [YES/

series or type and/or the maintenance NO]* NO]*
task(s)]
Example: Robinson R44
A4 Aircraft other than A1, [State aircraft category (sailplane, balloon, [YES/ [YES/
A2 and A3 airship, etc.), manufacturer or group or NO]* NO]*
series or type and/or the maintenance
task(s).]
State whether the issue of airworthiness

review certificates is requested or not (only
possible for LA1 aircraft not involved in
commercial operations)
ENGINES B1 Turbine [State engine series or type and/or the maintenance task(s)]
Example: PT6A Series
B2 Piston [State engine manufacturer or group or series or type and/or the

B3 APU [State engine manufacturer or series or type and/or the

COMPONENTS C1 Air Cond & Press

OTHER THAN
COMPLETE C2 Auto Flight
ENGINES OR
APUs C3 Comms and Nav [State aircraft type or aircraft manufacturer or component
manufacturer or the particular component and/or cross refer to a
C4 Doors - Hatches capability list in the exposition and/or the maintenance task(s).]
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C5 Electrical Power & Lights
C6 Equipment
C7 Engine - APU Example: PT6A Fuel Control
C8 Flight Controls
C9 Fuel
C10 Helicopter - Rotors
C11 Helicopter - Trans
C12 Hydraulic Power
C13 Indicating -recording

system
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic & Vacuum
C18 Protection ice/rain/fire
C19 Windows
C20 Structural
C21 Water ballast
C22 Propulsion
Augmentation
SPECIALISED D1 Non Destructive Testing [State particular NDT method(s)]
SERVICES
CAAN Form 2 Page 2 of 2
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APPENDIX X TO AMC M.B.602(a) AND AMC M.B.702(a)

CAAN FORM 4
CIVIL AVIATION AUTHORITY OF NEPAL
Details of Management Personnel required to be accepted as specified in NCAR Part-……………
1. Name:
2. Position:
3. Qualifications relevant to the item (2) position:
4. Work experience relevant to the item (2) position:
Signature: ............................... Date: ......................................
On completion, please send this form under confidential cover to CAA Nepal.
CAA Nepal use only
Name and signature of authorised CAA Nepal staff member accepting this person:
Signature: ............................................... Date: ..............................................
Name: .................................................... Office: .............................................
CAAN Form 4
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APPENDIX XI TO AMC TO M.A.708(c): CONTRACTED MAINTENANCE
1. Maintenance contracts
The following paragraphs are not intended to provide a standard maintenance contract but to
provide a list of the main points that should be addressed, when applicable, in a maintenance
contract between an Operator and a NCAR Part-145 approved organisation. As only the technical
parts of the maintenance contracts have to be acceptable to CAA Nepal, the following paragraphs
only address technical matters and exclude matters such as costs, delay, warranty, etc...
When maintenance is contracted to more than one NCAR Part-145 approved organisation (for
example aircraft base maintenance to X, engine maintenance to Y and line maintenance to Z1,
Z2&Z3), attention should be paid to the consistency of the different maintenance contracts.
A maintenance contract is not normally intended to provide appropriate detailed work instruction
to the personnel (and is not normally distributed as such). Accordingly there should be established
organisational responsibility, procedures and routines in the operator’s NCAR M.A. Subpart G
&NCAR Part-145 organisations to take care of these functions in a satisfactory way such that any
person involved is informed about his/her responsibility and the procedures which apply. These
procedures and routines can be included/appended to the operator’s CAME and maintenance
organisation’s MOE or consist in separate procedures. In other words procedures and routines
should reflect the conditions of the contract.
2. Aircraft/Engine maintenance
The following subparagraphs may be adapted to a maintenance contract that applies to aircraft
base maintenance, aircraft line maintenance and engine maintenance.
Aircraft maintenance also includes the maintenance of the engines and APU while they are
installed on the aircraft.
2.1. Scope of work
The type of maintenance to be performed by the NCAR Part-145 approved organisation should be
specified unambiguously. In case of line and/or base maintenance, the contract should specify the
aircraft type and, preferably include the aircraft’s registrations.
In case of engine maintenance, the contract should specify the engine type.
2.2. Locations identified for the performance of maintenance/ Certificates held
The place(s) where base, line or engine maintenance, as applicable, will be performed should be
specified. The certificate held by the maintenance organisation at the place(s) where the
maintenance will be performed should be referred to in the contract. If necessary the contract may
address the possibility of performing maintenance at any location subject to the need for such
maintenance arising either from the unserviceability of the aircraft or from the necessity of
supporting occasional line maintenance.
2.3. Subcontracting
The maintenance contract should specify under which conditions the NCAR Part-145 approved
organisation may subcontract tasks to a third party (whether this third party is NCAR Part-145
approved or not). At least the contract should make reference to NCAR 145.A.75. Additional
guidance is provided by the AMC 145.A.75. In addition the operator may require the NCAR Part-
145 approved organisation to obtain the operator’s approval before subcontracting to a third party.
Access should be given to the operator to any information (especially the quality monitoring
information) about the NCAR Part-145 approved organisation’s subcontractors involved in the
contract. It should however be noted that under operators responsibility both the operator and
CAA Nepal are entitled to be fully informed about subcontracting, although CAA Nepal will
normally only be concerned with aircraft, engine and APU subcontracting.
2.4. Maintenance programme
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The maintenance programme under which the maintenance has to be performed has to be
specified. The operator should have that maintenance programme approved by its CAA Nepal.
When the maintenance programme is used by several operators, it is important to remember that it
is the responsibility of each operator to have that maintenance programme approved under its own
name by CAA Nepal.
2.5. Quality monitoring
The terms of the contract should include a provision allowing the operator to perform a quality
surveillance (including audits) upon the NCAR Part-145 approved organisation. The maintenance
contract should specify how the results of the quality surveillance are taken into account by the
NCAR Part-145 approved organisation (See also paragraph 2.22. ‘Meetings’)
2.6. Competent authority involvement
When the operator’s and the NCAR Part-145 approved organisation’s competent authority is not
the same, the operator and the NCAR Part-145 approved organisation have to ensure together
with their competent authority that the respective competent authority’s responsibilities are
properly defined and that, if necessary, delegations have been established.
2.7. Airworthiness data
The airworthiness data used for the purpose of this contract as well as the authority responsible
for the acceptance/approval should be specified. This may include, but may not be limited to:
- maintenance programme,
- airworthiness directives,
- major repairs/modification data,
- aircraft maintenance manual,
- aircraft IPC,
- wiring diagrams,
- trouble shooting manual,
- Minimum Equipment List (normally on board the aircraft),
- operators manual,
- Flight Manual,
- engine maintenance manual,
- engine overhaul manual.
2.8. Incoming Conditions
The contract should specify in which condition the operator should send the aircraft to the NCAR
Part-145 approved organisation. For checks of significance i.e. ‘C’ checks and above, it may be
beneficial that a work scope planning meeting be organised so that the tasks to be performed may
be commonly agreed (see also paragraph 2.23: ‘Meetings’).
2.9. Airworthiness Directives and Service Bulletin/Modifications
The contract should specify what information the operator is responsible to provide to the NCAR
Part-145 approved organisation, such as the due date of the airworthiness directives (ADs), the
selected means of compliance, the decision to embody Service Bulletins (SBs) or modification,
etc. In addition the type of information the operator will need in return to complete the control of
ADs and modification status should be specified.
2.10. Hours & Cycles control
Hours and cycles control is the responsibility of the operator, but there may be cases where the
NCAR Part-145 approved organisation should receive the current flight hours and cycles on a
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regular basis so that it may update the records for its own planning functions (see also paragraph
2.22: ‘Exchange of information’).
2.11. Service life-limited components
Service life-limited components control is the responsibility of the operator.
The NCAR Part-145 approved organisation will have to provide the operator with all the
necessary information about the service life-limited components removal/installation so that the
operator may update its records (see also paragraph 2.22 ‘Exchange of information’).
2.12. Supply of parts
The contract should specify whether a particular type of material or component is supplied by the
operator or by the contracted NCAR Part-145 approved organisation, which type of component is
pooled, etc. The contract should clearly state that it is the NCAR Part-145 competence and
responsibility to be in any case satisfied that the component in question meets the approved
data/standard and to ensure that the aircraft component is in a satisfactory condition for
installation. In other words, there is definitely no way for a NCAR Part-145 organisation to accept
whatever is supplied by the operator. Additional guidance is provided by NCAR 145.A.42 for
acceptance of components.
2.13. Pooled parts at line stations
If applicable the contract should specify how the subject of pooled parts at line stations should be
addressed.
2.14. Scheduled maintenance
For planning scheduled maintenance checks, the support documentation to be given to the NCAR
Part-145 approved organisation should be specified. This may include, but may not be limited to:
- applicable work package, including job cards;
- scheduled component removal list;
- modifications to be incorporated.
When the NCAR Part-145 approved organisation determines, for any reason, to defer a
maintenance task, it has to be formally agreed with the operator. If the deferment goes beyond an
approved limit, refer to paragraph 2.17: ‘Deviation from the maintenance schedule’. This should
be addressed, where applicable, in the maintenance contract.
2.15. Unscheduled maintenance/Defect rectification
The contract should specify to which level the NCAR Part-145 approved organisation may rectify
a defect without reference to the operator. As a minimum, the approval and incorporation of
major repairs should be addressed. The deferment of any defect rectification should be submitted
to the operator and, if applicable, to its CAA Nepal.
2.16. Deferred tasks
See paragraphs 2.14 and 2.15 above and AMC 145.A.50 (e). In addition, for aircraft line and base
maintenance the use of the operator’s MEL and the relation with the operator in case of a defect
that cannot be rectified at the line station should be addressed.
2.17. Deviation from the maintenance schedule
Deviations have to be requested by the operator to CAA Nepal or granted by the operator in
accordance with a procedure acceptable to CAA Nepal. The contract should specify the support
the NCAR Part-145 approved organisation may provide to the operator in order to substantiate the
deviation request.
2.18. Test flight
If any test flight is required after aircraft maintenance, it should be performed in accordance with
the procedures established in the operator’s continuing airworthiness management exposition.
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2.19 Bench Test

The contract should specify the acceptability criterion and whether a representative of the
operator should witness an engine undergoing test.
2.20 Release to service documentation
The release to service has to be performed by NCAR Part-145 approved organisation in
accordance with its MOE procedures. The contract should, however, specify which support forms
have to be used (Operator’s technical log, NCAR Part-145 approved organisation’s maintenance
visit file, etc.) and the documentation the NCAR Part-145 approved organisation should provide
to the operator upon delivery of the aircraft. This may include, but may not be limited to:
- Certificate of release to service — mandatory,
- flight test report,
- list of modifications embodied,
- list of repairs,
- list of ADs incorporated,
- maintenance visit report,
- test bench report.
2.21. Maintenance recording
The operator may contract the NCAR Part-145 approved organisation to retain some of the
maintenance records required by NCAR Part-M Subpart C. It should be ensured that every
requirement of NCAR Part-M Subpart C is fulfilled by either the operator or the NCAR Part-145
approved organisation. In such a case, free and quick access to the above-mentioned records
should be given by the NCAR Part-145 approved organisation to the operator and CAA Nepal (in
case of two different competent authorities involved, see paragraph 2.6 ‘competent authority
involvement’).
2.22. Exchange of information
Each time exchange of information between the operator and the NCAR Part-145 approved
organisation is necessary, the contract should specify what information should be provided and
when (i.e. on what occasion or at what frequency), how, by whom and to whom it has to be
transmitted.
2.23. Meetings
For CAA Nepal to be satisfied that a good communication system exists between the operator and
the NCAR Part-145 approved organisation, the terms of the maintenance contract should include
the provision for a certain number of meetings to be held between both parties.
2.23.1. Contract review
Before the contract is applicable, it is very important for the technical personnel of both parties
that are involved in the application of the contract to meet in order to be sure that every point
leads to a common understanding of the duties of both parties.
2.23.2. Work scope planning meeting
Work scope planning meetings may be organised so that the tasks to be performed may be
commonly agreed.
2.23.3. Technical meeting
Scheduled meetings may be organised in order to review on a regular basis technical matters such
as ADs, SBs, future modifications, major defects found during maintenance check, reliability, etc.
2.23.4. Quality meeting
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Quality meetings may be organised in order to examine matters raised by the operator’s quality
surveillance and to agree upon necessary corrective actions.
2.23.5. Reliability meeting
When a reliability programme exists, the contract should specify the operator’s and NCAR Part-
145 approved organisation’s respective involvement in that programme, including the
participation in reliability meetings.”
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APPENDIX XII TO AMC TO M.A.706(f) AND M.B.102(c)

Fuel Tank Safety training
This appendix includes general instructions for providing training on Fuel Tank Safety issues.
A) Effectivity:
Large aeroplanes as defined in NCAR Part-M.
B) Affected organisations:
• NCAR M.A. Subpart G approved organisations involved in the continuing airworthiness
management of aeroplanes specified in paragraph A).
• CAA Nepal responsible for the oversight as per NCAR M.B.704 of aeroplanes specified in
paragraph A) and for the oversight of the NCAR M.A. Subpart G approved organisations
specified in this paragraph B).
C) Persons from affected organisations who should receive training:
Phase 1 only:
• The quality manager and quality personnel.
• Personnel of CAA Nepal responsible for the oversight as per NCAR M.B.704 of aeroplanes
specified in paragraph A) and in the oversight of NCAR M.A. Subpart G approved
organisations specified in paragraph B).
Phase 1 + Phase 2 + Continuation training:
• Personnel of the M.A. Subpart G organisation involved in the management and review of the
continuing airworthiness of aircraft specified in paragraph A);
D) General requirements of the training courses
Phase 1 – Awareness
The training should be carried out before the person starts to work without supervision but
not later than 6 months after joining the organisation. The persons who have already
attended the Level 1 Familiarisation course in accordance with this appendix are already in
compliance with Phase 1.
Type: Should be an awareness course with the principal elements of the subject. It may
take the form of a training bulletin, or other self-study or informative session.
Signature of the reader is required to ensure that the person has passed the
training.
Level: It should be a course at the level of familiarisation with the principal elements of the
subject.
Objectives:
The trainee should, after the completion of the training:
1. Be familiar with the basic elements of the fuel tank safety issues.
2. Be able to give a simple description of the historical background and the elements
requiring a safety consideration, using common words and showing examples of non
conformities.
3. Be able to use typical terms.
Content: The course should include:
- a short background showing examples of FTS accidents or incidents,
- the description of concept of fuel tank safety and CDCCL,
- some examples of manufacturers documents showing CDCCL items,
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- typical examples of FTS defects,

- some examples of TC holders repair data
- some examples of maintenance instructions for inspection.
Phase 2 - Detailed training
A flexible period may be allowed by CAA Nepal to allow organisations to set the necessary
courses and impart the training to the personnel, taking into account the organisation’s
training schemes/means/practices. This flexible period should not extend beyond 31stJuly
2018.
The persons who have already attended the Level 2 Detailed training course in compliance
with NCAR Part-M either from a NCAR M.A. Subpart G approved organisation or from a
NCAR Part-147 training organisation are already in compliance with Phase 2 with the
exception of continuation training.
Staff should have received Phase 2 training within 12 months of joining the organization.
Type: Should be a more in-depth internal or external course. It should not take the form of
a training bulletin or other self study. An examination should be required at the end,
which should be in the form of a multi choice question, and the pass mark of the
examination should be 75%.
Level: It should be a detailed course on the theoretical and practical elements of the subject.
The training may be made either:
- in appropriate facilities containing examples of components, systems and parts
affected by Fuel Tank Safety (FTS) issues. The use of films, pictures and practical
examples on FTS is recommended; or
- by attending a distance course (e-learning or computer based training) including
a film when such film meets the intent of the objectives and content here
below. An e-learning or computer based training should meet the following
criteria:
- A continuous evaluation process should ensure the effectiveness of the
training and its relevance;
- Some questions at intermediate steps of the training should be proposed
to ensure that the trainee is authorized to move to the next step;
- The content and results of examinations should be recorded;
- Access to an instructor in person or at distance should be possible in case
support is needed.
A duration of 8 hours for phase 2 is an acceptable compliance.
When the course is provided in a classroom, the instructor should be very familiar
with the data in Objectives and Guidelines. To be familiar, an instructor should
have attended himself a similar course in a classroom and made additionally
some lecture of related subjects.
Objectives:
The attendant should, after the completion of the training:
- have knowledge of the history of events related to fuel tank safety issues and the
theoretical and practical elements of the subject, have an overview of the FAA
regulations known as SFAR (Special FAR) 88 of the FAA and of JAA Temporary
Guidance Leaflet TGL 47, be able to give a detailed description of the concept of fuel
tank system ALI (including Critical Design Configuration Control Limitations CDCCL,
and using theoretical fundamentals and specific examples;
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- have the capacity to combine and apply the separate elements of knowledge in a
logical and comprehensive manner;
- have knowledge on how the above items affect the aircraft;
- be able to identify the components or parts or the aircraft subject to FTS from the
manufacturer’s documentation,
- be able to plan the action or apply a Service Bulletin and an Airworthiness Directive.
Content: Following the guidelines described in paragraph E).
Continuation training:
The organisation should ensure that the continuation training is performed in each
two years period. The syllabus of the training programme referred to in the Training policy
of the Continuing Airworthiness Management Exposition (CAME) should contain the
additional syllabus for this continuation training.
The continuation training may be combined with the phase 2 training in a classroom or at
distance.
The continuing training should be updated when new instructions are issued which are
related to the material, tools, documentation and manufacturer’s or CAA Nepal’s
directives.
E) Guidelines for preparing the content of Phase 2 courses.
The following guidelines should be taken into consideration when the phase 2 training
programme are being established:
a) understanding of the background and the concept of fuel tank safety,
b) how the mechanics can recognise, interpret and handle the improvements in the
instructions for continuing airworthiness that have been made or are being made
regarding fuel tank systems,
c) awareness of any hazards especially when working on the fuel system, and when the
Flammability Reduction System using nitrogen is installed.
Paragraphs a) b) and c) above should be introduced in the training programme addressing the
following issues:
i) The theoretical background behind the risk of fuel tank safety: the explosions of
mixtures of fuel and air, the behavior of those mixtures in an aviation environment, the
effects of temperature and pressure, energy needed for ignition etc, the ‘fire triangle’, -
Explain 2 concepts to prevent explosions:
(1) ignition source prevention and
(2) flammability reduction,
ii) The major accidents related to fuel tank systems, the accident investigations and their
conclusions,
iii) SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition prevention program
initiatives and goals, to identify unsafe conditions and to correct them, to systematically
improve fuel tank maintenance),
iv) Explain briefly the concepts that are being used: the results of SFAR 88 of the FAA and
JAA INT/POL 25/12: modifications, airworthiness limitations items and CDCCL,
v) Where relevant information can be found and how to use and interpret this information
in the various instructions for continuing airworthiness (aircraft maintenance manuals,
component maintenance manuals…),
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vi) Fuel Tank Safety during maintenance: fuel tank entry and exit procedures, clean
working environment, what is meant by configuration control, wire separation, bonding
of components etc,
vii) Flammability reduction systems when installed: reason for their presence, their effects,
the hazards of an Flammability Reduction System (FRS) using nitrogen for maintenance,
safety precautions in maintenance/working with an FRS,
viii) Recording maintenance actions, recording measures and results of inspections.
The training should include a representative number of examples of defects and the associated
repairs as required by the TC / STC holders maintenance data.
F) Approval of training
For NCAR M.A. Subpart G approved organisations the approval of the initial and continuation
training programme and the content of the examination can be achieved by the change of the
CAME exposition. The modification of the CAME should be approved as required by NCAR M.A.
704(b). The necessary changes to the CAME to meet the content of this decision should be made
and implemented at the time requested by CAA Nepal.
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APPENDIX XIII TO AMC M.A.712(f)

Organisational reviews may replace a full quality system in accordance with the provisions of
NCAR M.A.712(f) and AMC M.A.712(f) and as described in the continuing airworthiness
management exposition (CAME)
Depending on the complexity of the small organisation (number and type of aircraft, number of
different fleets, privilege to perform airworthiness reviews, etc.), the organisational review system
may vary from a system using the principles and practices of a quality system (except for the
requirement of independence) to a simplified system adapted to the low complexity of the
organisation and the aircraft managed.
As a core minimum, the organisational review system should have the following features, which
should be described in the CAME:
a. Identification of the person responsible for the organisational review programme:
By default, this person should be the accountable manager, unless he delegates this responsibility
to (one of) the NCAR M.A.706(c) person(s).
b. Identification and qualification criteria for the person(s) responsible for performing the
organisational reviews:
These persons should have a thorough knowledge of the regulations and of the continuing
airworthiness management organisation (CAMO) procedures. They should also have knowledge
of audits, acquired through training or through experience (preferably as an auditor, but also
possibly because they actively participated in several audits conducted by CAA Nepal).
c. Elaboration of the organisational review programme:
• Checklist(s) covering all items necessary to be satisfied that the organisation delivers a safe
product and complies with the regulation. All procedures described in the CAME should be
addressed.
• A schedule for the accomplishment of the checklist items. Each item should be checked at
least every 12 months. The organisation may choose to conduct one full review annually or to
conduct several partial reviews.
d. Performance of organisational reviews:
Each checklist item should be answered using an appropriate combination of:
• review of records, documentation, etc.
• sample check of aircraft under contract.
• interview of personnel involved.
• review of discrepancies and difficulty internal reports (e.g., notified difficulties in using
current procedures and tools, systematic deviations from procedures, etc.).
• review of complaints filed by customers.
e. Management of findings and occurrence reports:
• All findings should be recorded and notified to the affected persons.
• All level 1 findings, in the sense of NCAR M.A.716(a), should be immediately notified to
CAA Nepal and all necessary actions on aircraft in service should be immediately taken.
• All occurrence reports should be reviewed with the aim for continuous improvement of the
system by identifying possible corrective and preventive actions. This should be done in order
to find prior indicators (e.g., notified difficulties in using current procedures and tools,
systematic deviations from procedures, unsafe behaviours, etc.), and dismissed alerts that, had
they been recognised and appropriately managed before the event, could have resulted in the
undesired event being prevented.
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• Corrective and preventive actions should be approved by the person responsible for the
organisational review programme and implemented within a specified time frame.
• Once the person responsible for the organisational review programme is satisfied that the
corrective action is effective, closure of the finding should be recorded along with a summary
of the corrective action.
• The accountable manager should be notified of all significant findings and, on a regular basis,
of the global results of the organisational review programme.
Following is a typical example of a simplified organisational review checklist, to be adapted as
necessary to cover the CAME procedures:
1 – Scope of work
• All aircraft under contract are covered in the CAAN Form 14.
• The scope of work in the CAME does not disagree with the CAAN Form 14.
• No work has been performed outside the scope of the CAAN Form 14 and the CAME.
• Is it justified to retain in the approved scope of work aircraft types for which the
organisation has no longer aircraft under contract?
2 – Airworthiness situation of the fleet
• Does the continuing airworthiness status (AD, maintenance programme, life limited
components, deferred maintenance, ARC validity) show any expired items? If so, are the
aircraft grounded?
3 – Aircraft maintenance programme
• Check that all revisions to the TC/STC holders Instructions for Continuing Airworthiness,
since the last review, have been (or are planned to be) incorporated in the maintenance
programme, unless otherwise approved by CAA Nepal.
• Has the maintenance programme been revised to take into account all modifications or
repairs impacting the maintenance programme?
• Have all maintenance programme amendments been approved at the right level (CAA
Nepal or indirect approval)?
• Does the status of compliance with the maintenance programme reflect the latest
approved maintenance programme?
• Has the use of maintenance programme deviations and tolerances been properly managed
and approved?
4 – Airworthiness Directives (and other mandatory measures issued by the competent
authority)
• Have all ADs issued since the last review been incorporated into the AD status?
• Does the AD status correctly reflect the AD content: applicability, compliance date,
periodicity…? (sample check on ADs)
5 – Modifications/repairs
• Are all modifications/repairs listed in the corresponding status approved in accordance
with NCAR M.A.304? (sample check on modifications/repairs)
• Have all the modifications/repairs which have been installed since the last review been
incorporated in the corresponding status? (sample check from the aircraft/component
logbooks)
6 – Relations with the owners/operators
• Has a contract (in accordance with NCAR Part-M) been signed with each external
owner/operator, covering all the aircraft whose airworthiness is managed by the CAMO?
Issue 03
February, 2018 4 - 69
• Have the owners/operators under contract fulfilled their obligations identified in the
contract? As appropriate:
o Are the pre-flight checks correctly performed? (interview of pilots)
o Are the technical log or equivalent correctly used (record of flight hours/cycles,
defects reported by the pilot, identification of what maintenance is next due etc.)?
o Did flights occur with overdue maintenance or with defects not properly rectified or
deferred? (sample check from the aircraft records)
o Has maintenance been performed without notifying the CAMO (sample check from
the aircraft records, interview of the owner/operator)?
7 – Personnel
• Check that the current accountable manager and other nominated persons are correctly
identified in the approved CAME.
• If the number of personnel has decreased or if the activity has increased, check that the
organisation still has sufficient staff.
• Check that the qualification of all new personnel (or personnel with new functions) has
been appropriately assessed.
• Check that the staff has been trained, as necessary, to cover changes in:
o regulations,
o CAA Nepal publications,
o the CAME and associated procedures,
o the approved scope of work,
o maintenance data (significant ADs, SBs, ICA amendments, etc.).
8 – Maintenance contracted
• Sample check of maintenance records:
o Existence and adequacy of the work order,
o Data received from the maintenance organisation:
▪ Valid CRS including any deferred maintenance
▪ List of removed and installed equipment and copy of the associated CAAN Form
1 or equivalent.
• Obtain a copy of the current approval certificate (CAAN Form 3) of the maintenance
organisations contracted.
9 – Technical records and record-keeping
• Have the certificates (CAAN Form 1 and Conformity certificates) been properly collected
and recorded?
• Perform a sample check of technical records to ensure completeness and storage during
the appropriate periods.
• Is storage of computerised data properly ensured?
10 – Occurrence reporting procedures
• Check that reporting is properly performed,
• Actions taken and recorded.
11 – Airworthiness review
Issue 03
February, 2018 4 - 70

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NCAR Part-M Continuing Airworthiness Requirements

Chapter 1 – Section A Technical Requirements

CHAPTER 1 - SECTION A TECHNICAL REQUIREMENTS

NCAR M.A.100 DEFINITIONS

d. a single, non-turbine engine fitted with a propeller;

NCAR M.A.105 APPLICABILITY

NCAR M.A.110 SCOPE

NCAR M.A.201 RESPONSIBILITIES

2. be approved in accordance with NCAR Part-145 or contract such an organisation; and

AMC M.A.201(e) RESPONSIBILITIES

AMC M.A.201(h) RESPONSIBILITIES

AMC M.A.201(h)1 RESPONSABILITIES (SEE APPENDICES TO NCAR

9. Contracts should not authorise the sub-contracted organisation to sub-contract to other

AMC M.A.201(h)2 RESPONSIBILITIES

than 12 months. Such experience should be demonstrated to be satisfactory. An operator

NCAR M.A.202 OCCURRENCE REPORTING

AMC M.A.202 (a) OCCURRENCE REPORTING

AMC M.A.202 (b) OCCURRENCE REPORTING

SUBPART C CONTINUING AIRWORTHINESS

NCAR M.A.301 CONTINUING AIRWORTHINESS TASKS

AMC M.A.301-1 CONTINUING AIRWORTHINESS TASKS

AMC M.A.301– 2 CONTINUING AIRWORTHINESS TASKS

AMC M.A.301-3 CONTINUING AIRWORTHINESS TASKS

AMC M.A.301-4 CONTINUING AIRWORTHINESS TASKS

AMC M.A.301-5 CONTINUING AIRWORTHINESS TASKS

AMC M.A.301-7 CONTINUING AIRWORTHINESS TASKS

NCAR M.A.302 AIRCRAFT MAINTENANCE PROGRAMME

AMC M.A.302 AIRCRAFT MAINTENANCE PROGRAMME(SEE

3. The maintenance programme details should be reviewed at least annually. As a minimum

AMC M.A.302(a) AIRCRAFT MAINTENANCE PROGRAMME

AMC M.A.302(d) AIRCARFT MAINTENANCE PROGRAMME

AMC M.A.302 (f) AIRCRAFT MAINTENANCE PROGRAMME -

NCAR M.A.303 AIRWORTHINESS DIRECTIVES

NCAR M.A.304 DATA FOR MODIFICATIONS AND REPAIRS

AMC M.A.304 DATA FOR MODIFICATIONS AND REPAIRS

NCAR M.A.305 AIRCRAFT CONTINUING AIRWORTHINESS RECORD

AMC M.A.305 (d) AIRCRAFT CONTINUING AIRWORTHINESS RECORD

AMC M.A.305 (h) AIRCRAFT CONTINUING AIRWORTHINESS RECORD

AMC M.A.305(h)6 AIRCRAFT CONTINUING AIRWORTHINESS RECORD

NCAR M.A.306 OPERATOR'S TECHNICAL LOG SYSTEM

AMC M.A.306 (a) OPERATORS TECHNICAL LOG SYSTEM

v. details of any failure, defect or malfunctionto the aircraft affecting airworthiness or

AMC M.A.306 (b) OPERATORS TECHNICAL LOG SYSTEM

NCAR M.A.307 TRANSFER OF AIRCRAFT CONTINUING

AMC M.A.307 (a) TRANSFER OF AIRCRAFT CONTINUING

SUBPART D MAINTENANCE STANDARDS

NCAR M.A.401 MAINTENANCE DATA

AMC M.A.401 (b) MAINTENANCE DATA

AMC M.A.401(c) MAINTENANCE DATA

NCAR M.A.402 PERFORMANCE OF MAINTENANCE

AMC M.A.402 (a) PERFORMANCE OF MAINTENANCE

AMC M.A.402 (b) PERFORMANCE OF MAINTENANCE

AMC M.A.402 (d) PERFORMANCE OF MAINTENANCE

AMC M.A.402 (e) PERFORMANCE OF MAINTENANCE

NCAR M.A.403 AIRCRAFT DEFECTS

AMC M.A.403 (b) AIRCRAFT DEFECTS

AMC M.A.403 (d) AIRCRAFT DEFECTS

NCAR M.A.501 INSTALLATION

a) No component may be fitted unless it is in a satisfactory condition, has been appropriately