CAR - ML Issue 1 Dated 31 July 2024

CIVIL AVIATION REQUIREMENTS
CAR-ML
CONTINUING
AIRWORTHINESS
REQUIREMENTS
Issue 1, Revision 0, 31st July 2024
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DIRECTORATE GENERAL OF CIVIL AVIATION,
TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT,
NEW DELHI-110003
Issue 1, 31st July 2024

CAR-ML
Contents
FOREWORD .............................................................................................................. 4
GENERAL .................................................................................................................. 6
ML.1 ........................................................................................................................... 6
ML.2 OBJECTIVE ...................................................................................................... 7
ML.3 ENTRY INTO FORCE ...................................................................................... 7
SECTION A – TECHNICAL REQUIREMENTS .......................................................... 8

SUBPART A - GENERAL ........................................................................................... 8
ML.A.101 SCOPE .................................................................................................... 8
SUBPART B – ACCOUNTABILITY ............................................................................ 9
ML.A.201 RESPONSIBILITIES ................................................................................ 9
GM1 ML.A.201(E) RESPONSIBILITIES ............................................................... 12
GM1 ML.A.201(F) RESPONSIBILITIES ............................................................... 12
GM1 ML.A.201(H) RESPONSIBILITIES ............................................................... 12
ML.A.202 OCCURRENCE REPORTING ............................................................... 12
AMC1 ML.A.202 OCCURRENCE REPORTING ..................................................... 13
SUBPART C - CONTINUING AIRWORTHINESS .................................................... 14
ML.A.301 CONTINUING AIRWORTHINESS TASKS ............................................ 14
GM1 ML.A.301(F) CONTINUING AIRWORTHINESS TASKS .................................... 14
ML.A.302 AIRCRAFT MAINTENANCE PROGRAMME (AMP) .............................. 16
AMC1 ML.A.302 AIRCRAFT MAINTENANCE PROGRAMME .................................... 19
AMC1 ML.A.302(C)(9) AIRCRAFT MAINTENANCE PROGRAMME ........................... 19
AMC2 ML.A.302 AIRCRAFT MAINTENANCE PROGRAMME .................................... 20
GM1 ML.A.302 AIRCRAFT MAINTENANCE PROGRAMME ...................................... 25
GM2 ML.A.302 AIRCRAFT MAINTENANCE PROGRAMME ...................................... 25
AMC1 ML.A.302(C) AIRCRAFT MAINTENANCE PROGRAMME................................ 26
GM1 ML.A.302(C)(2)(B) AIRCRAFT MAINTENANCE PROGRAMME ......................... 27
GM1 ML.A.302(C)(3) AIRCRAFT MAINTENANCE PROGRAMME ............................. 27
GM1 ML.A.302(C)(4) AIRCRAFT MAINTENANCE PROGRAMME ............................. 28
AMC1 ML.A.302(D) AIRCRAFT MAINTENANCE PROGRAMME................................ 29
GM1 ML.A.302(D)(2) AIRCRAFT MAINTENANCE PROGRAMME ............................. 43
GM1 ML.A.302(D)(2)(D) AIRCRAFT MAINTENANCE PROGRAMME ......................... 44
ML.A.303 AIRWORTHINESS DIRECTIVES .......................................................... 44
ML.A.304 DATA FOR MODIFICATIONS AND REPAIRS ...................................... 44
ML.A.305 AIRCRAFT CONTINUING AIRWORTHINESS RECORD SYSTEM ...... 44
AMC1 ML.A.305 AIRCRAFT CONTINUING-AIRWORTHINESS RECORD SYSTEM ........ 46
ML.A.307 TRANSFER OF AIRCRAFT CONTINUING-AIRWORTHINESS
RECORDS ............................................................................................................... 46
SUBPART D - MAINTENANCE STANDARDS ......................................................... 47
ML.A.401 MAINTENANCE DATA .......................................................................... 47
GM1 ML.A.401(B) MAINTENANCE DATA ............................................................ 47
Issue 1, 31st July 2024 2

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ML.A.402 PERFORMANCE OF MAINTENANCE .................................................. 47

AMC1 ML.A.402 PERFORMANCE OF MAINTENANCE ........................................... 48
AMC1 ML.A.402(B)(7) PERFORMANCE OF MAINTENANCE .................................. 48
AMC2 ML.A.402(B)(8) PERFORMANCE OF MAINTENANCE .................................. 49
ML.A.403 AIRCRAFT DEFECTS ............................................................................ 49
AMC1 ML.A.403 AIRCRAFT DEFECTS ............................................................... 49
GM1 ML.A.403 AIRCRAFT DEFECTS ................................................................. 50
AMC1 ML.A.403(D) AIRCRAFT DEFECTS........................................................... 50
SUBPART E – COMPONENTS ................................................................................ 51
ML.A.501 CLASSIFICATION AND INSTALLATION............................................... 51
AMC1 ML.A.501(A)(II) CLASSIFICATION AND INSTALLATION ................................ 51
AMC1 ML.A.501(E) CLASSIFICATION AND INSTALLATION .................................... 52
ML.A.502 COMPONENT MAINTENANCE............................................................. 52
GM1 ML.A.502 COMPONENT MAINTENANCE ..................................................... 53
ML.A.503 SERVICE-LIFE-LIMITED COMPONENTS............................................. 54
ML.A.504 CONTROL OF UNSERVICEABLE COMPONENTS .............................. 54
SUBPART H - CERTIFICATE OF RELEASE TO SERVICE (CRS)........................... 56
ML.A.801 AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE....................... 56
AMC1 ML.A.801(E) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE ................. 57
AMC1 ML.A.801(F) AIRCRAFT CERTIFICATE OF RELEASE TO SERVICE ................. 58
ML.A.802 COMPONENT CERTIFICATE OF RELEASE TO SERVICE ................. 58
ML.A.803 PILOT-OWNER AUTHORISATION ....................................................... 58
AMC1 ML.A.803 PILOT-OWNER AUTHORISATION ............................................... 59
SUBPART I – AIRWORTHINESS REVIEW CERTIFICATE (‘ARC’) ......................... 60
ML.A.901 AIRCRAFT AIRWORTHINESS REVIEW ............................................... 60
GM1 ML.A.901 AIRCRAFT AIRWORTHINESS REVIEW........................................... 60
ML.A.902 VALIDITY OF THE AIRWORTHINESS REVIEW CERTIFICATE .......... 60
ML.A.903 RESERVED ............................................................................................. 61
ML.A.904 RESERVED ........................................................................................... 61
ML.A.905 RESERVED ........................................................................................... 61
ML.A.906 AIRWORTHINESS REVIEW OF AIRCRAFT IMPORTED INTO THE
COUNTRY ............................................................................................................... 61
ML.A.907 FINDINGS .............................................................................................. 61
SECTION B – PROCEDURES FOR DGCA .............................................................. 62
APPENDICES TO CAR- ML ...................................................................................... 63

APPENDIX I - CONTINUING-AIRWORTHINESS MANAGEMENT CONTRACT ............................ 64
APPENDIX II - LIMITED PILOT-OWNER MAINTENANCE ....................................................... 67
AMC1 TO APPENDIX II TO CAR-ML — LIMITED PILOT-OWNER MAINTENANCE ....... 68
APPENDIX III - COMPLEX MAINTENANCE TASKS NOT TO BE RELEASED BY THE PILOT-OWNER
................................................................................................................................. 83
APPENDIX IV – AIRWORTHINESS REVIEW CERTIFICATE - CA FORM 15C ......................... 85

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FOREWORD
Rule 50A of the Aircraft Rules, 1937 stipulates the conditions necessary for a
Certificate of Airworthiness to remain in force i.e. to keep the aircraft in a state of
continued airworthiness. This is ensured by issuing Certificate of Airworthiness to an
aircraft and subjecting the aircraft to annual airworthiness review certificates (ARC).
CAR-145 and CAR-M contains regulations related to maintenance and continuing

airworthiness management of certain aircraft. In the interest of proportionality, it is
necessary to adapt regulations by introducing simplified requirements corresponding
to the lower risks associated with light aircraft in general aviation, which is not listed in
the Air Operator Certificate (AOC) of an air operator. To that end, a new set of
requirements ensuring the airworthiness of such aircraft should be introduced. Those
requirements should be less stringent than the current requirements in aircraft
maintenance programmes, and deferment of defects. Such maintenance
requirements will be applicable to other than complex motor-powered aircraft, the
owner of such aircraft may contract maintenance tasks to maintenance organisation
approved in accordance with CAR-145 or Subpart F of CAR-M or CAR-CAO.
This CAR-ML establishes the common technical standards and guidelines for
continuing airworthiness management of aircraft and components for installation on
aircraft, where such aircraft are not classified as complex motor-powered aircraft and
are not listed in the air operator certificate (AOC) issued in accordance with Rule 134
and Schedule XI of the Aircraft Rules, 1937.
This CAR is harmonised with EASA Part-ML requirements and is issued under the
provisions of Rule 133A of the Aircraft Rules 1937.

CAR-ML
RECORD OF REVISIONS
Initial Issue (Revision 0) 31st July 2024
This CAR-ML establishes the common technical standards and guidelines for
continuing airworthiness management of aircraft and components for installation on
aircraft, where such aircraft are not classified as complex motor-powered aircraft and
are not listed in the air operator certificate (AOC) issued in accordance with Rule 134
and Schedule XI of the Aircraft Rules, 1937 with an effective date of 1st January 2025.

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GENERAL
ML.1
(a) CAR-ML is applicable to the following other than complex motor-powered aircraft
not listed in the air operator certificate (AOC) issued in accordance with Rule 134
and Schedule XI of the Aircraft Rules, 1937:
1) aeroplanes of 2 730 kg maximum take-off mass (MTOM) or less;

2) rotorcraft of 1 200 kg MTOM or less, certified for a maximum of up to 4
occupants;
3) other Category 2 “Light Aircraft
(b) For the purpose of this CAR, the competent authority shall be DGCA.
(c) For the purpose of this CAR, the following definitions shall apply:
(1) 'independent certifying staff' means certifying staff who does not work on behalf
of an approved maintenance organisation and who complies with, alternatively
the requirements of CAR-66.
(2) 'maintenance organisation' means an organisation holding an approval issued

in accordance with, alternatively :
(i) Subpart F of CAR-M;

(ii) Section A of CAR-145;
(iii) Section A of CAR-CAO.
(3) 'owner' means the person responsible for the continuing airworthiness of the
aircraft, including, alternatively:
(i) the registered owner of the aircraft; or

(ii) the lessee in the case of a leasing contract; or
(iii) the operator
(4) “maintenance check flight (MCF)” means a flight carried out to provide
reassurance of the aircraft’s performance or to establish the correct functioning
of a system or equipment that cannot be fully established during ground checks:
(a) as required by the aircraft maintenance manual (AMM) or any other

maintenance data issued by a design approval holder being responsible
for the continuing airworthiness of the aircraft; or
(b) after maintenance, as required by the operator or proposed by the
continuing airworthiness management organisation; or
c) as requested by the maintenance organisation for verification of a
successful defect rectification; or
d) to assist with fault isolation or troubleshooting.

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(5) For the purpose of this CAR Category 1 “Light Aircraft” means the following
aircrafts
i an aeroplane, sailplane or powered sailplane with a Maximum Take-off Mass

(MTOM) less than 1200 kg that is not classified as complex motor-powered
aircraft;
ii 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;
iii an airship designed for not more than four occupants and a maximum design
lifting gas or hot air volume of not more than 3 400 m3 for hot air airships and
1000 m3 for gas airships.
(6) For the purpose of this CAR Category 2 “Light Aircraft means the following
aircraft
(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 2 000 kg or less

that is not classified as complex motor-powered aircraft;
(ii) a sailplane or powered sailplane of 2 000 kg MTOM or less;
(iii) a balloon;
(iv) a hot air ship;
(v) a gas airship complying with all of the following characteristics:
— 3 % maximum static heaviness,
— non-vectored thrust (except reverse thrust),
— conventional and simple design of structure, control system and ballonet
system, and
— non-power assisted controls;
(vi) a very light rotorcraft.
ML.2 Objective
This CAR establishes common technical requirements and administrative procedures

for ensuring the continuing airworthiness of aircraft as detailed in ML-1, including any
component for installation thereto, which are:
(a) Registered in India; or

(b) Registered in a foreign country and used by an Indian operator for which India
ensures oversight of operations.
ML.3 Entry into Force
CAR ML Issue 1 dated 31st July 2024 is effective from 1st January 2025.
Approvals issued in accordance with CAR M Subpart F or CAR M Subpart G or CAR

145 shall continue to remain in force beyond 31 st December 2024. However, such
organizations shall demonstrate compliance with the requirements of this CAR, latest
by 30th June 2026.

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SECTION A – TECHNICAL REQUIREMENTS
SUBPART A - GENERAL
ML.A.101 Scope
This Section establishes the measures to be taken in order to ensure that the aircraft
is airworthy. It also specifies the conditions to be met by the persons or organisations
involved in the activities related to the airworthiness of the aircraft.

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SUBPART B – ACCOUNTABILITY
ML.A.201 Responsibilities
(a) The owner of the aircraft shall be responsible for the continuing airworthiness of
the aircraft and shall ensure that no flight takes place unless all of the following
requirements are met:
(1) the aircraft is maintained in an airworthy condition;
(2) any operational and emergency equipment fitted is correctly installed and
serviceable or clearly identified as unserviceable;
(3) the airworthiness certificate is valid;
(4) the maintenance of the aircraft is performed in accordance with the Aircraft
Maintenance Program (‘AMP’) specified in point ML.A.302.
(b) By derogation from point (a), where the aircraft is leased, the responsibilities set
out in point (a) shall apply to the lessee, if the lessee is identified either in the
registration document of the aircraft or in the leasing contract.
(c) Any person or organisation performing maintenance of aircraft and components

shall be responsible for the maintenance tasks being performed.
(d) The pilot-in-command of the aircraft shall be responsible for the satisfactory
accomplishment of the pre flight inspection. That inspection shall be carried out
by the pilot or another qualified person but need not be carried out by an approved
maintenance organisation or by certifying staff.
(e) For aircraft operated by commercial Approved Training Organisations (‘ATO’) or

in case of balloon, sailplanes used for commercial operation, the operator shall:
(1) be approved as a CAMO or as a CAO for the management of the continuing

airworthiness of its aircraft in accordance with CAR-CAMO or CAR-CAO or
Subpart G of CAR-M or contract such an organisation using the contract set
out in Appendix I to this CAR;
(2) ensure that all maintenance is performed by maintenance organisations
approved in accordance with point (c)(2) of point ML.1;
(3) ensure that the requirements of point (a) are satisfied.
(f) For aircraft not included in point (e), in order to satisfy the requirements of point
(a), the owner of the aircraft may contract the tasks associated with continuing
airworthiness management to an organisation approved as a CAMO or CAO in
accordance with CAR-CAMO, Subpart G of CAR-M or CAR-CAO. In that case,
the contracted organisation shall assume responsibility for the proper
performance of those tasks and a written contract shall be concluded in
accordance with Appendix I to this CAR. If the owner does not contract such an

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organisation, the owner is responsible for the proper performance of the tasks
associated with the continuing airworthiness management.
(g) The owner shall grant the DGCA access to the aircraft and the aircraft records,
in order for the DGCA to determine whether the aircraft complies with the
requirements of this CAR.
(h) In the case of an aircraft included in an air operator certificate is used for non-
commercial or specialised operations, the operator shall ensure that the tasks
associated with continuing airworthiness are performed by the CAMO approved
in accordance with CAR-CAMO or Subpart G of CAR-M or the combined
airworthiness organisation (“CAO”) approved in accordance with CAR-CAO,
whichever applicable, of the air operator certificate holder.
GM1 ML.A.201 Responsibilities
The following tables provide a summary of CAR-ML main provisions and alleviations
established in ML.A.201, ML.A.302, ML.A.801 and ML.A.901.
In the tables, the term ‘CAO(-CAM)’ designate a CAO with continuing airworthiness
management privileges
Balloon
Commercial Commercial Private aircraft
operation ATO
Contract with
CAMO/CAO yes yes no*
(CAM) required?
Aircraft
maintenance
programme AMP and its amendments shall be approved by DGCA
(AMP)
Maintenance By a maintenance organisation By a maintenance

organisation or by
independent certifying
staff or the pilot-
owner**
Airworthiness by DGCA
review (AR) and
airworthiness
review certificate
(ARC)

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Sailplane

operation ATO
Contract with
(CAM) required?
Aircraft
maintenance AMP and its amendments shall be approved by DGCA
programme (AMP)

organisation or by
staff or the pilot-
owner**
review (AR) and
airworthiness
review certificate
(ARC)
Aircraft (other than balloons and sailplanes)

operation ATO
Contract with
(CAM) required?
Aircraft
maintenance
programme (AMP) AMP and its amendments shall be approved by DGCA

organisation or by
staff or the pilot-
owner**
review (AR) and
airworthiness
review certificate
(ARC)

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GM1 ML.A.201(e) Responsibilities
COMMERCIAL ATO
According to industry practice, the following are examples of aircraft not considered
to be operated by a commercial ATO:
(a) Aircraft operated by an organisation holding an ATO certificate, created with the
aim of promoting aerial sport or leisure aviation, on the conditions that:
(1) the aircraft is operated by the organisation on the basis of ownership or dry lease;
(2) the ATO is a non-profit organisation; and
(3). Reserved
(b) Reserved
(c) Aircraft used for very limited training flights due to the specific configuration of the
aircraft and limited need for such flights.
GM1 ML.A.201(f) Responsibilities
If an owner (see definition in point ML.1(c)(3)) decides not to make a contract with a
CAMO or CAO, the owner is fully responsible for the proper accomplishment of the
corresponding continuing airworthiness management tasks. As a consequence, it is
expected that the owner properly and realistically self-assesses his or her own
competence to accomplish those tasks or otherwise seek the necessary expertise.
GM1 ML.A.201(h) Responsibilities
USE OF AIRCRAFT INCLUDED IN AN AOC FOR NON-COMMERCIAL

OPERATIONS OR SPECIALISED OPERATIONS
As point (h) is not a derogation, points ML.A.201 (e) and (f) are still applicable.
Therefore, the management of continuing airworthiness of the aircraft by the CAMO
or CAO of the AOC holder means that the other operator has established a written
contract as per Appendix I to CAR-ML with this CAMO or CAO.
ML.A.202 Occurrence reporting
(a) Without prejudice to the reporting requirements set out in CAR-145 and CAR-
CAMO, any person or organisation responsible in accordance with point ML.A.201
shall report any identified condition of an aircraft or component which endangers
flight safety to:
(1) DGCA;
(2) the organisation responsible for the type design or supplemental type design.

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(b) The reports referred to in point (a) shall be made in a manner determined by the
DGCA and shall contain all pertinent information about the condition known to the
person or organisation making the report.
(c) Where the maintenance of the aircraft is carried out on the basis of a written
contract, the person or the organisation responsible for those activities shall also
report any condition referred to in point (a) to the owner of the aircraft and, when
different, to the CAMO or CAO concerned.
(d) The person or organisation shall submit the reports referred to in points (a) and (c)
as soon as possible, but no later than 72 hours from the moment when the person
or organisation identified the condition to which the report relates, unless
exceptional circumstances prevent this.
AMC1 ML.A.202 Occurrence reporting
Accountable persons or organisations should ensure that the design approval holder
(DAH) receives adequate reports of occurrences for that aircraft or component, to
enable the DAH to issue appropriate service instructions and recommendations to all
owners or operators.
Accountable persons or organisations should establish a liaison with the DAH to

determine whether published or proposed service information will resolve the problem
or to obtain a solution to a particular problem.

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SUBPART C - CONTINUING AIRWORTHINESS
ML.A.301 Continuing airworthiness tasks
The aircraft continuing airworthiness and the serviceability of operational and

emergency equipment shall be ensured by:
(a) the accomplishment of pre-flight inspections;

(b) the rectification of any defect and damage affecting safe operation in accordance
with data specified in points ML.A.304 and ML.A.401, as applicable, while taking
into account the minimum equipment list (‘MEL’) and configuration deviation list,
when they exist;
(c) the accomplishment of all maintenance in accordance with the AMP referred to in
point ML.A.302;
(d) the accomplishment of any applicable:
(1) airworthiness directive (‘AD’);
(2) operational directive with a continuing-airworthiness impact;
(3) continuing-airworthiness requirement established by the DGCA;
(4) measure required by the DGCA as an immediate reaction to a safety problem;
(e) the accomplishment of modifications and repairs in accordance with point
ML.A.304;
((f) maintenance check flights, when necessary.
f
)GM1 ML.A.301(f) Continuing airworthiness tasks
MAINTENANCE CHECK FLIGHTS (MCFs)
(a) The Maintenance Check Flight (MCFs) are carried out under the control and
responsibility of the aircraft operator. During the flight preparation, the flight and
the post-flight activities as well as for the aircraft handover, the processes
requiring the involvement of maintenance personnel or organisations should be
agreed in advance with the operator. The operator should consult as necessary
with the person or organisation in charge of the airworthiness of the aircraft.
(b) Depending on the aircraft defect and the status of the maintenance activity
performed before the flight, different scenarios are possible and are described
below:
(1) The aircraft maintenance manual (AMM), or any other maintenance data
issued by the DAH, requires that an MCF be performed before completion of
the maintenance ordered. In this scenario, a certificate after incomplete
maintenance, when in compliance with ML.A.801(f) or 145.A.50(e), should
be issued and the aircraft can be flown for this purpose under its
airworthiness certificate.

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Note 1:- In case C of A / ARC of an aircraft is not valid, a Special flight permit
in accordance with CAR Section 2 Series F Part VII is required to
be issued by DGCA before release of aircraft for MCF.
Note-2 :- Further requirements for test flight is detailed in CAR Section 2

Series T Part-II
Due to incomplete maintenance, it is advisable to open a new entry into the

ML.A.305 aircraft logbook, to identify the need for a MCF. This new entry
should contain or refer to, as necessary, data relevant to perform the MCF,
such as aircraft limitations and any potential effect on operational and
emergency equipment due to incomplete maintenance, maintenance data
reference and maintenance actions to be performed after the flight.
After a successful MCF, the maintenance records should be completed, the

remaining maintenance actions finalised and a certificate of release to service
(CRS) issued.
(2) Based on its own experience and for reliability considerations and/or quality
assurance, an operator, owner, CAO or CAMO may wish to perform an MCF
after the aircraft has undergone certain maintenance while maintenance data
does not call for such a flight. Therefore, after the maintenance has been
properly carried out, a CRS is issued and the aircraft airworthiness certificate
remains valid for this flight.
(3) After troubleshooting of a system on the ground, an MCF is proposed by the

maintenance personnel or organisation as confirmation that the solution
applied has restored the normal system operation. During the maintenance
performed, the maintenance instructions are followed for the complete
restoration of the system and therefore a CRS is issued before the flight. The
airworthiness certificate is valid for the flight. An open entry requesting this
flight may be recorded in the aircraft logbook.
(4) An aircraft system has been found to fail, the dispatch of the aircraft is not
possible in accordance with the maintenance data, and the satisfactory
diagnosis of the cause of the fault can only be made in flight. The process
for this troubleshooting is not described in the maintenance data and
therefore scenario (1) does not apply. Since the aircraft cannot fly under its
airworthiness certificate because it has not been released to service after
maintenance, a Special flight permit in accordance with CAR Section-2
Series F Part-VII is required to be issued..
After the flight and the corresponding maintenance work, the aircraft can be
released to service and continue to operate under its original certificate of
airworthiness.
(c) For certain MCFs, the data obtained or verified in flight will be necessary for
assessment or consideration after the flight by the maintenance personnel or
organisation prior to issuing the maintenance release. For this purpose, when

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the maintenance staff cannot perform these functions in flight, it may rely on the
crew performing the flight to complete this data or to make statements about in-
flight verifications. In this case, the maintenance staff should appoint the crew
personnel to play such a role on their behalf and, before the flight, brief the
appointed crew personnel on the scope, functions and the detailed process to
be followed, including required reporting information after the flight and reporting
means, in support of the final release to service to be issued by the certifying
staff.
ML.A.302 Aircraft Maintenance Programme (AMP)
(a) The maintenance of each aircraft shall be organised in accordance with an AMP.
(b) The AMP and any subsequent amendments shall be approved by DGCA.
(c) The AMP:

(1) shall clearly identify the owner of the aircraft and the aircraft to which it relates,
including any installed engine and propeller, as applicable;
(2) shall include, alternatively:
(a) the tasks or inspections contained in the applicable minimum inspection
programme (‘MIP’) referred to in point (d);
(b) the instructions for continuing airworthiness (‘ICA’) issued by the design
approval holder (‘DAH’);
(3) may include additional maintenance actions to those referred to in point (c)(2)
or maintenance actions alternative to those referred to in point (c)(2)(b) at the
proposal of the owner, CAMO or CAO, once approved in accordance with point
(b). Alternative maintenance actions to those referred to in point (c)(2)(b) shall
not be less restrictive than those set out in the applicable MIP;
(4) shall include all the mandatory continuing airworthiness information, such as
repetitive ADs, the airworthiness limitation section (‘ALS’) of the ICAs, and
specific maintenance requirements contained in the type certificate data sheet
(‘TCDS’);
(5) shall identify any additional maintenance tasks to be performed because of the
specific aircraft type, aircraft configuration and type and specificity of operation,
whereas the following elements shall be taken into consideration as a
minimum:
(a) specific installed equipment and modifications of the aircraft;
(b) repairs carried out in the aircraft;
(c) life-limited components and flight-safety-critical components;
(d) maintenance recommendations, such as time between overhaul (‘TBO’)
intervals, issued through service bulletins, service letters, and other non-
mandatory service information;

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(e) applicable operational directives or requirements related to the periodic

inspection of certain equipment;
(f) special operational approvals;
(g) use of the aircraft and operational environment;
(6) shall identify whether the Pilot-owners are authorised to perform maintenance;
(7) Reserved
(8) the CAMO or CAO, shall retain records with the justification for any deviation
introduced to the DAH's recommendations;
(9) shall be reviewed at least annually in order to assess its effectiveness, and this
review shall be performed by the CAMO or CAO managing the continuing
airworthiness of the aircraft.
If the review shows deficiencies of the aircraft linked with deficiencies in the
content of the AMP, the AMP shall be amended accordingly. In this case the
person performing the review shall inform the DGCA, if he does not agree with
the measures amending the AMP taken by the owner, CAMO or CAO. The
DGCA shall decide which amendments to the AMP are necessary, raising the
corresponding findings and, if necessary, suspend the ARC on reasonable
grounds in the case of a potential safety threat.
(d) A MIP:
(1) shall contain the following inspection intervals:
(a) for aeroplanes, touring motor gliders (‘TMGs’) and balloons, every annual
or100-h interval, whichever comes first, to which a tolerance of 1 month or
10 h may be applied. The next interval shall be calculated as from the time
the inspection takes place;
(b) for sailplanes and powered sailplanes other than TMG, every annual
interval to which a tolerance of 1 month may be applied. The next interval
shall be calculated as from the time the inspection takes place;
(2)
shall contain the following, as applicable to the aircraft type:
(a) servicing tasks as required by the DAH's requirements;

(b) inspection of markings;
(c) review of weighing records and weighing in accordance with CAR
Section 2 Series X Part II;
(d) operational test of transponder (if installed);

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(e) functional test of the pitot-static system;

(f) in the case of aeroplanes:
(i) operational tests for power and revolutions per minute (rpm),
magnetos, fuel and oil pressure, engine temperatures;
(ii) for engines equipped with automated engine control, the published
run-up procedure;
(iii) for dry-sump engines, engines with turbochargers and liquid-
cooled engines, an operational test for signs of disturbed fluid
circulation;
(g) inspection of the condition and attachment of the structural items, systems and
components corresponding to the following areas:
(i) for aeroplanes:
airframe, cabin and cockpit, landing gear, wing and centre section, flight
controls, empennage, avionics and electrics, power plant, clutches and
gearboxes, propeller and miscellaneous systems, such as the ballistic rescue
system;
(ii) for sailplanes and powered sailplanes:
airframe, cabin and cockpit, landing gear, wing and centre section,
empennage, avionics and electrics, power plant (for powered sailplanes) and
miscellaneous systems, such as removable ballast and/or drag chute and
controls, as well as water ballast system;
(iii) for hot-air balloons:
envelope, burner, basket, fuel containers, equipment and instruments;
(iv) for gas balloons:
envelope, basket, equipment and instruments.
As long as this CAR does not specify an MIP for airships and rotorcraft, their
AMP shall be based on the ICA issued by the DAH, as referred to in point
(c)(2)(b).
e) Reserved:
f) Reserved

CAR-ML
AMC1 ML.A.302 Aircraft maintenance programme
(a) The aircraft should only be maintained according to one maintenance programme
at a given point in time. Where an owner wishes to change from one programme
to another (e.g. from an AMP based on minimum inspection programme (MIP) to
an AMP based on DAH’s data), certain additional maintenance may need to be
carried out on the aircraft to implement this transition.
(b) The maintenance programme may take the format of the standard template
provided in AMC2 ML.A.302 (CA Form AMP). This maintenance programme may
include several aircraft registrations as long as the maintenance requirements for
each registration are clearly identified.
AMC1 ML.A.302(c)(9) Aircraft maintenance programme
ANNUAL REVIEW OF THE AMP
(a) During the annual review of the maintenance programme, as required by point
ML.A.302(c)(9), the following should be taken into consideration:
(1) the results of the maintenance performed during that year, which may reveal that
the current maintenance programme is not adequate;
(2) revisions introduced on the documents affecting the programme basis, such as
the ML.A.302(d) MIP or the DAH’s data;
(3) changes in the aircraft configuration, and type and specificity of operation;
(4) changes in the list of pilot-owners; and
(5) applicable mandatory requirements for compliance with CAR 21, such as
airworthiness directives (ADs), airworthiness limitations, certification
maintenance requirements and specific maintenance requirements contained in
the type certificate data sheet (TCDS).
(b) When reviewing the effectiveness of the AMP, the CAMO/CAO staff may need to
review the maintenance carried out during the last 12 months, including
unscheduled maintenance. To this end, he or she should receive the records of
all the maintenance performed during that year from the owner/CAMO/CAO.
(c) When reviewing the results of the maintenance performed during that year
attention should be paid as to whether the defects found could have been
prevented by introducing in the maintenance programme certain DAH’s
recommendations, which were initially disregarded by the owner, CAMO or CAO.

CAR-ML
AMC2 ML.A.302 Aircraft maintenance programme
CA FORM AMP
Following CA Form AMP may be used to produce the AMP: CAR-ML aircraft
maintenance programme (AMP)
CAR-ML aircraft maintenance programme (AMP)
Aircraft identification
1 Registration(s): Type: Serial no(s):

Owner:
Basis for the maintenance programme
2 Design approval holder (DAH) Minimum inspection

instructions for continued airworthiness programme (MIP) as detailed
(ICA) in the latest revision of AMC1
ML.A.302(d)
Other MIP complying with
ML.A.302(d)
(List the tasks in Appendix
A)
Design approval holder (DAH)

instructions for continuing airworthiness (ICA)
3 Equipment manufacturer and type Applicable ICA reference
(revision/date not required
assuming the latest revision
will always be used)
For aircraft other than balloons
3a Aircraft (other than balloons)

3b Engine (if applicable)
3c Propeller (if applicable
For balloons
3d Envelope (only for balloons)
3e Basket(s) (only for balloons)
3f Burner(s) (only for balloons)
3g Fuel cylinders (only for balloons
Additional maintenance requirements to the DAH’ ICA or to the MIP
(applicable to all AMPs)
Indicate if any of the following types of Yes No
repetitive maintenance are included in the
AMP (when replying ‘YES’, list the specific
requirements in Appendix B)
Maintenance due to specific equipment and
modifications

CAR-ML
4 Maintenance due to repairs

Maintenance due to life-limited components
(this should be only if the MIP is used.
Otherwise, this data is already part of the DAH’s
data used as a basis for the AMP
Maintenance due to mandatory continuing
airworthiness information (airworthiness
limitations (ALIs), certification maintenance
requirements (CMRs), specific requirements in
the TCDS, etc.)
Maintenance recommendations, such as time
between overhaul (TBO) intervals, issued
through service bulletins, service letters, and
other non-mandatory service information
Maintenance due to repetitive ADs
Maintenance due to specific
operational/airspace directives/requirements
(altimeter, compass, transponder, etc.)
Maintenance due to the type of operation or
operational approvals
Other
Maintenance tasks alternative to the DAH’s ICA (not less restrictive than
the MIP)
5 Indicate if there is any maintenance task Yes No

alternative to the DAH’s ICA (when ‘YES’, list
the specific alternative maintenance tasks in
Appendix C
Pilot-owner maintenance (only for balloons, or sailplanes) not operated
for commercial operation
Remark: pilot-owner maintenance is not allowed for aircraft operated by a
commercial ATO
6 Does the pilot-owner perform pilot-owner Yes No
maintenance (ref. ML.A.803)?
If yes, enter the name of the pilot-owner(s)
authorised to perform such maintenance:
Pilot-owner
name:_(NOTE)__________________Licence
number: (NOTE)__________________
Signature:
_______________________________Date:
_________________________________
NOTE: It is possible to refer to a list in the case
of jointly owned aircraft.
Approval/declaration of the maintenance programme (select the
appropriate option)
7 Declaration by the owner: N/A Approval by the DGCA
Reserve Approval reference no

of the DGCA

CAR-ML
Signature/name/date:
Signature/name/date:
Certification statement
8 ‘I will ensure that the aircraft is maintained in accordance with this

maintenance programme and that the maintenance programme will
be reviewed and updated as required.’
Signed by the person/organisation responsible for the continuing

airworthiness of the aircraft according to ML.A.201:
Owner/Lessee/operator CAMO/CAO
Name of owner/lessee/operator or CAMO/CAO approval number:
Address:
Telephone/fax:
Email:
Signature/date:
9 Appendices attached:
— Appendix A YES NO
— Appendix B YES NO
— Appendix C YES NO
— Appendix D YES NO
Appendix A — Minimum inspection programme (MIP) (only applicable if

a MIP different from the one described in AMC1 ML.A.302(d) is used —
see Section 2 above)
Detail the tasks and inspections contained in the MIP being used.
Appendix B — Additional maintenance requirements (include only if

necessary — see Section 4 above
This appendix is supposed to include only the tasks which are included in the
AMP, either at the recommended interval or at a different one.
(All repetitive maintenance tasks not included here, or the interval differences
should be kept by the CAMO/CAO (when contracted) in their files with their
corresponding justifications. Appendix D may optionally be used. Nevertheless,
the owner/CAMO/CAO is responsible for taking into account all instructions,
even if they are not adopted and listed here.
Task description References Interval
(tick box if the selected
interval differs from that
required in the referenced
document)
Maintenance due to specific equipment and modifications

CAR-ML
Maintenance due to repairs
Maintenance due to life-limited components (This should be only if the

MIP is used. Otherwise, this data is already part of the DAH’s data used
as the basis for the AMP.)
Maintenance due to mandatory continuing airworthiness instructions

(ALIs, CMRs, specific requirements in the TCDS, etc.)
Maintenance recommendations, such as TBO intervals, issued through

service bulletins, service letters, and other non-mandatory service
information
Emergency locator - 1 Year

transmitters and
personal locator
beacon — annual
testing
(if not using MIP or 2 Years
equivalent ICA task)
Transponder test
Maintenance due to repetitive ADs
Maintenance due to specific operational/airspace

directives/requirements (altimeter, compass, transponder, etc.)
Maintenance due to the type of operation or operational approvals
Other
Appendix C — Maintenance tasks alternative to the DAH’s ICA (not less

restrictive than the MIP) (include only if necessary — see Sections 5
above)

CAR-ML
Task Recommended Alternative Amended interval

description interval inspection/task
When the DAH’s ICA are used as the basis for the AMP, this appendix is used
to include the tasks alternative to the DAH’s ICA, which are included in the
AMP.
(When a CAMO/CAO is contracted, all elements justifying the deviations from

the DAH’s ICA should be kept by the CAMO/CAO and the organisation should
provide a copy of these justifications to the owner)
Appendix D — Additional information (optional)

This appendix may optionally be used to provide additional information, such
as the complete list of AMP tasks or the list of documents (e.g. service
bulletins) considered during the development of the AMP.

CAR-ML
GM1 ML.A.302 Aircraft maintenance programme
The responsibilities associated with maintenance programmes developed in

accordance with ML.A.302 are the following:
(a) If the owner has contracted a CAMO or CAO in order to manage the continuing
airworthiness of the aircraft, this organisation is responsible for developing and
presenting the maintenance programme to the DGCA for approval which:
(1) indicates whether this programme is based on data from the DAH or on the
MIP described in ML.A.302(d);
(2) identifies the owner and the specific aircraft, engine, and propeller (as
applicable);
(3) includes all mandatory continuing airworthiness information and any additional
tasks derived from the assessment of the DAH’s instructions;
(4) justifies any deviations from the DAH’s instructions; when the DAH’s
instructions are the basis for the AMP development, these deviations should
not fall below the requirements of the MIP; and
(5) is customised to the particular aircraft type, configuration and operation, in
accordance with ML.A.302(c)(5).
(b) If the owner has not contracted a CAMO or CAO in order to manage the continuing
airworthiness of the aircraft, then the owner is responsible for developing and
presenting the maintenance programme to the DGCA for approval, assuming full
responsibility for its content, and for any deviations from the DAH’s instructions
(ref. ML.A.201(f) The maintenance programme needs to comply with the
requirements contained in ML.A.302(c), in particular with the obligation to not fall
below the requirements of the MIP and to comply with the mandatory continuing
airworthiness information.
(c). This maintenance programme is the basis for adequate planning of maintenance,
and the aircraft continuing airworthiness monitoring (ACAM) inspections. The
maintenance programme will be subject to periodic reviews and, in case of
discrepancies, linked with deficiencies in the content of the maintenance
programme.
(d) Reserved
(e) Reserved
(f) Since the maintenance programme has to identify the alternatives tasks to the
DAH’s instructions, ACAM inspections can place emphasis on the inspection of the
areas affected by those deviations in order to make sure that the maintenance
programme is effective.
(g) Reserved
GM2 ML.A.302 Aircraft maintenance programme
The following table provides a summary of the provisions contained in ML.A.302 in

relation to the content of the maintenance programme, its approval.
OPTION 1 OPTION 2

CAR-ML
Responsibility for Contracted CAMO or CAO Owner (if allowed under

developing the ML.A.201(f))
AMP
Presenting the CAMO or CAO, Owner
maintenance
programme for
approval to DGCA
Basis for the MIP (not applicable to rotorcraft and airships) or ICA issued
maintenance by the DAH
programme
Deviations from the Deviations from the DAH’s Deviations need to be
DAH’s ICA instructions are justified. The justified. The owner
CAMO/CAO keeps a record of keeps a record of the
the justifications and provides justifications.
a copy of them to the owner
AMP annual review by the CAMO or CAO.
AMC1 ML.A.302(c) Aircraft maintenance programme
When evaluating an alternative to a maintenance task issued or recommended by the

DAH, such as the extension of TBO intervals, or when considering not to include a
maintenance task issued or recommended by the DAH, a risk-based approach should
be taken, considering aspects such as the operation of aircraft, type of aircraft, hours
and years in service, maintenance of the aircraft, compensating measures,
redundancy of components, etc.
The following table provides more details of aspects that should be considered:
Examples
OPS approval HIGHER RISK: commercial operation,

commercial flight training
MEDIUM RISK: flight training by an association,
non-commercial specialised operations (SPO)
LOWER RISK: private
Flight rules HIGHER RISK: instrument flight rules (IFR)
MEDIUM RISK: visual flight rules (VFR) at night
LOWER RISK: VFR by day
Aircraft weight HIGHER RISK: Other than Category 1 Light
Aircraft
MEDIUM RISK: Category 1 Light Aircraft other
than light sport aeroplanes (LSA), very light
aircraft (VLA), sailplanes and powered
sailplanes
LOWER RISK: LSA, VLA, sailplanes and
powered sailplanes

CAR-ML
Who manages the HIGHER RISK: owner

airworthiness of the aircraft? LOWER RISK: CAMO/CAO
Who maintains the aircraft? HIGHER RISK: pilot-owner
MEDIUM RISK: independent certifying staff
LOWER RISK: maintenance organisation
Time in service (flight hours, HIGHER RISK: very high number of hours or
years) years
MEDIUM RISK: medium number of hours or
years
LOWER RISK: low number of hours or years
Aircraft utilisation HIGHER RISK: less than 50 h per year
MEDIUM RISK: around 200 h per year
LOWER RISK: more than 400 h per year
ACAM findings HIGHER RISK: numerous findings in ACAM or
ramp inspections
MEDIUM RISK: few findings in ACAM
inspections
LOWER RISK: rare findings in ACAM
inspections
System redundancy (for HIGHER RISK: single-engined aircraft
components such as LOWER RISK: multi-engined aircraft
engine/propeller)
Supplementary maintenance HIGHER RISK: no supplementary measures
measures LOWER RISK: supplementary measures (such
as oil analysis, engine data monitoring,
boroscope inspections, corrosion inspections,
etc.)
Risk factor of the component HIGHER RISK: engine failure on a helicopter
failure MEDIUM RISK: engine failure on an aeroplane
LOWER RISK: sailplane, or powered sailplane
The above information may be useful for CAMOs and CAOs when developing and
presenting maintenance programmes for approval to DGCA, It may also be useful for
the owner in order to take an informed decision before introducing deviations from the
DAH’s recommendations.
GM1 ML.A.302(c)(2)(b) Aircraft maintenance programme
‘DAH’ refers to the holder of a type certificate (TC), restricted type certificate,
supplemental type certificate (STC), Technical Standard Order (TSO) authorisation,
repair or change to the type design.
The ‘instructions for continuing airworthiness (‘ICA’) issued by the design approval
holder (‘DAH’)’ do not include the data issued by other original equipment
manufacturer (OEM), except when the DAH’s ICA makes clear reference to such OEM
data.
GM1 ML.A.302(c)(3) Aircraft maintenance programme

CAR-ML
ALTERNATIVE MAINTENANCE ACTIONS
‘Maintenance actions alternative to those referred to in point (c)(2)(b)’ refer to when

the DAH’s ICA are used as the basis for the AMP development and the CAMO, CAO
or owner (as applicable), when developing the AMP, decides to deviate from certain
of these DAH’s instructions, introducing, for example, a less frequent interval or a
different task type (inspection instead of check) than the one established by the ICA.
These alternative maintenance actions shall not be less restrictive than those set out
in the applicable MIP. This means that the extent of the maintenance to be covered
by the deviating task cannot be less than the extent of the corresponding task in the
MIP in terms of frequency and task type.
Examples of alternative maintenance actions:
ICA task AMP proposed MIP task Alternative

alternative acceptable Yes/No
Inspection XX Inspection XX Inspection XX Yes

6 months interval 12 months interval 12 months interval
Inspection XX Inspection XX Inspection XX No
12 months 24 months interval 12 months interval
interval
Inspection XX Inspection XX Inspection XX No (24 months to
24 months 36 months interval 12 months interval be kept)
interval
Functional test Operational test Functional test No*
system XX system XX (same system XX (same
interval) or general interval)
visual inspection
system XX (same
interval)
Operational test Functional test Operational test Yes*
system XX system XX (same system XX (same
interval) interval)
Inspection XX Inspection XX None relevant Yes
24 months 36 months
interval
Functional test General visual None relevant Yes
inspection
*A functional test is considered more restrictive than an operational test.
Remark: the above does not apply to one-time interval extensions, for which
ML.A.302(d)(1) provides 1-month or 10-h tolerance (i.e. permitted variation) for
aeroplanes, touring motor gliders (TMGs) and balloons and 1-month tolerance for
sailplanes and powered sailplanes other than TMGs.\
GM1 ML.A.302(c)(4) Aircraft maintenance programme

CAR-ML
MANDATORY CONTINUING AIRWORTHINESS INFORMATION OTHER THAN

ADS
‘Mandatory continuing airworthiness information’ other than ADs may be different from
one aircraft to another, depending on the type certification basis used. The aircraft
may have been certified before the term ‘ALS (Airworthiness Limitations Section)’ was
introduced in the certification specification (or airworthiness code). However, the intent
is that the AMP (whether based on MIP or not) includes all mandatory scheduled
maintenance requirements identified during the initial airworthiness activity, by the TC
holder, STC holder and, if applicable, engine TC holder. These requirements may be
identified under a variety of designations such as:
— Airworthiness limitations or Airworthiness limitation items (ALI)

— Certification maintenance requirements (CMR)
— Safe life items or safe life limits or safe life limitations
— Life-limited parts (LLP)
— Time limits
— Retirements life
— Mandatory Inspections or Mandatory Airworthiness Inspections
— Fuel airworthiness limitations or Fuel tank safety limitations
In case of doubt, it is advised to check the TCDS or contact the DAH.

The intervals of the mandatory continuing airworthiness information cannot be
extended by a CAMO/CAO. The escalation of such tasks is to be approved by the
DGCA
AMC1 ML.A.302(d) Aircraft maintenance programme
This AMC contains an acceptable MIP for aeroplanes of 2 730 kg maximum take-off
mass (MTOM) and below, and for Category 2 Light Aircraft other than rotorcraft or
airships, grouped in the following categories:
— aeroplanes of 2 730 kg MTOM and below;

— Category 2 sailplanes and Category 2 powered sailplanes; and
— Category 2 balloons.
These MIPs already comply with the requirements of ML.A.302(d) and may be used
in order to define the basic information for the maintenance programme as required
by ML.A.302(c)(2)(a). However, the maintenance programme must be customised as
required by ML.A.302(c)(5), which may be achieved by using the standard template
contained in AMC ML.A.302.
It should be noted that using the 1-month tolerance permitted by ML.A.302(d)(1) for
the annual inspection may result in an expired ARC.
MIP for aeroplanes of 2 730 kg MTOM and below
To be performed at every annual/100-h interval, whichever comes first.

CAR-ML
A tolerance of 1 month or 10 h may be applied. The next interval shall be calculated

from the time the inspection takes place.
Note 1: Use the manufacturer’s maintenance manual to accomplish each

task/inspection.
Note 2: Proper operation of backup or secondary systems and components should be
performed wherever a check for improper installation/operation is carried out.
Aeroplanes of 2 730 kg MTOM and below
System/component/area Task and inspection detail

GENERAL
General Remove or open all necessary inspection plates,

access doors, fairings, and cowlings. Clean the aircraft
and aircraft engine as required.
Lubrication/servicing Lubricate and replenish fluids in accordance with the
manufacturer’s requirements.
Markings Check that side and under wing registration markings
are correct. If applicable, check that an exemption for
alternate display is approved. Identification plate for
registered aircraft is present, as well as other
identification markings on fuselage in accordance with
local (national) rules.
Weighing Review weighing record to establish accuracy against
installed equipment.
Weigh the aircraft as required, as required..
Service life limits Check the records that the service life limits and
airworthiness limits are within the life time limits of the
maintenance programme.
Software Check for updated software/firmware status and
databases for engine and equipment.
AIRFRAME
Fabric and skin Inspect for deterioration, distortion, other evidence of

failure, and defective or insecure attachment of fittings.
NOTE: When checking composite structures, check
for signs of impact or pressure damage that may
indicate underlying damage.
Fuselage structure Check frames, formers, tubular structure, braces, and
attachments. Inspect for signs of corrosion and cracks.
Systems and components Inspect for improper installation, apparent defects, and
unsatisfactory operation.
Pitot-static system Inspect for security, damage, cleanliness, and
condition. Drain any water from condensation drains.
General Inspect for lack of cleanliness and loose equipment
that may foul the controls.
Tow hooks Inspect for condition of moving parts and wear.

CAR-ML
Check service life.

Carry out operational test.
CABIN AND COCKPIT
Seats, safety belts and Inspect for poor condition and apparent defects.
harnesses Check for service life.
Windows, canopies and Inspect for deterioration and damage, and for function
windshields of emergency jettison.
Instrument panel Inspect for poor condition, mounting, marking, and
assemblies (where practicable) improper operation.
Check markings of instruments in accordance with the
flight manual.
Flight and engine controls Inspect for improper installation and improper
operation.
Speed/weight/manoeuvre Check that the placard is correct and legible, and
placard accurately reflects the status of the aircraft.
All systems Inspect for improper installation, poor general
condition, apparent and obvious defects, and
insecurity of attachment.
LANDING GEAR
Shock-absorbing devices Inspect for improper oleo fluid level.

Inspect for wear and deformation of rubber pads,
bungees, and springs.
All units Inspect for poor condition and insecurity of attachment,
including the related structure.
Retracting and locking Inspect mechanism. Operational check.
mechanism
Linkages, trusses andInspect for undue or excessive wear fatigue and
members distortion.
Steering Inspect the nose/tail wheel steering for proper function
and wear.
Hydraulic lines Inspect for leakage.
Check condition and replace if necessary.
Electrical system Inspect for chafing. Operational check of switches.
Wheels Inspect for cracks, defects, and condition of bearings.
Tires Inspect for wear and cuts.
Brakes Inspect for improper adjustment and wear.
Carry out operational test.
Floats and skis Inspect for insecure attachment and apparent
defects.
WING AND CENTRE SECTION
All components Inspect all components of the wing and centre section
assembly for poor general condition, fabric or skin
deterioration, distortion, evidence of failure and
insecurity of attachment.
Connections Inspect main connections (e.g. between wings,
fuselage, wing tips) for proper fit, play within
tolerances, wear or corrosion on bolts and bushings
CAR-ML
FLIGHT CONTROLS
Control circuit/stops Inspect control rods and cables. Check that the control
primary stops are secure and make contact.
Control surfaces Inspect aileron, flap, elevator, air brake and rudder
assemblies, hinges, control connections,
springs/bungees, tapes and seals.
Check full range of motion and free play.
Trim systems Inspect trim surfaces, controls, and connections.
Check full range of motion.
EMPENNAGE
All components and Inspect all components and systems that make up the
systems complete empennage assembly for poor general
condition, fabric or skin deterioration, distortion,
evidence of failure, insecure attachment, improper
component installation, and improper component
operation
AVIONICS AND ELECTRICS
Batteries Inspect for improper installation, improper charge,

spillage and corrosion.
Radio and electronic Inspect for improper installation and insecure
equipment mounting.
Carry out ground function test.
Wiring and conduits Inspect for improper routing, insecure mounting, and
obvious defects.
Bonding and shielding Inspect for improper installation, poor condition,
chafing and wear of insulation.
Antennas Inspect for poor condition, insecure mounting, and
improper operation.
Lights Operational check of the interior, exterior and
instrument lightning
POWER PLANT (OTHER THAN TURBOPROP ENGINE)
Engine section Inspect for visual evidence of oil, fuel or hydraulic leaks
and sources of such leaks.
Studs and nuts Inspect for looseness, signs of rotation and obvious
defects.
Internal engine Inspect for proper cylinder compression (record
measures for each cylinder) and for metal particles or
foreign matter in oil filter, screens and sump drain
plugs.
Engine mounts Inspect for cracks, looseness of mounting, and
looseness of the engine to the engine-mount
attachment.
Flexible vibration Inspect for poor condition and deterioration.
dampeners
Engine controls Inspect for defects, improper travel, and improper safe
tying.

CAR-ML
Lines, hoses and clamps Inspect for leaks, improper condition, and looseness.
Exhaust stacks Inspect for cracks, defects, and improper attachment.
Turbocharger and Inspect for leaks, improper condition, and looseness of
intercooler connections and fittings.
Check MP controller or density controller for leakage
and free movement of controls.
Check waste gate or overpressure relief valve for free
movements.
Heating Inspect cabin heating heat exchanger for improper
condition and function. For exhaust heat exchanger,
check CO (Carbon Monoxide) concentration.
Liquid cooling systems Inspect for leaks and proper fluid level.
Electronic engine control Inspect for signs of chafing, and proper electronics and
sensor installation.
Accessories Inspect for apparent defects in security of mounting.
All systems Inspect for improper installation, poor general
condition, defects and insecure attachment.
Cowling Inspect for cracks and defects.
Check cowling flaps.
Cooling baffles and seals Inspect for defects, improper attachment, and wear.
TURBOPROP ENGINE
Incoming power check Perform in accordance with the graphs found in the
engine maintenance manual (EMM).
Inertial separator Functional check
Engine cowling Remove, inspect for damage.
General condition Inspect for oil, fuel, bleed-air or other leaks.
1st stage compressor Remove screen, check for foreign object debris (FOD)
blades or other damage.
P3 filter Replace
Oil filter Inspection and cleaning
Fuel low pressure filter Replace
Fuel high pressure filter Inspection and cleaning
Oil scavenge filter Inspection and cleaning
Chip detector Inspection and cleaning
Exhaust duct Inspection
Starter/generator brushes Inspection for proper length
Ignitor/glow plugs Functional check
Overspeed governor Inspect for oil leaks.
Governor and beta-valve Inspect for oil leaks or binding of controls.
Propeller Inspect blades for damage and hub leaks.
(if installed) fire detector Functional check
loop or sense module
Engine cowling Install
Power check Perform in accordance with the graphs found in the
EMM, record values.
Oil level Check within 10 minutes after shutdown.
FUEL

CAR-ML
Fuel tanks Inspect for leaks and improper installation and

connection.
Verify proper sealing and function of tank drains.
CLUTCHES AND GEARBOXES
Filters, screens, and chip Inspect for metal particles and foreign matter.
detectors
Exterior Inspect for oil leaks.
Output shaft Inspect for excessive bearings’ play and condition
PROPELLER
Propeller assembly Inspect for cracks, nicks, binds, and oil leakage.
Propeller bolts Inspect for proper installation, looseness, signs of
rotation, and lack of safe tying.
Propeller control Inspect for improper operation, insecure mounting,
mechanism and restricted travel.
Anti-icing devices Inspect for improper operation and obvious defects.
MISCELLANEOUS
Ballistic rescue system Inspect for proper installation, unbroken activation

mechanism, proper securing while on ground, validity
of inspection periods of pyrotechnic devices, and
parachute-packing intervals.
Other miscellaneous items Inspect installed miscellaneous items that are not
otherwise covered by this listing for improper
installation and improper operation
OPERATIONAL AND FUNCTIONAL CHECKS
Power and revolutions per Check that power output, static and idle rpm are within
minute (rpm) published limits.
Magnetos Check for normal function.
Fuel and oil pressure Check that they are within normal values. Check fuel
pumps for proper operation.
Engine temperatures Check that they are within normal values.
Engine For engines equipped with automated engine control
(e.g. FADEC), perform the published run-up procedure
and check for discrepancies.
Engine For dry-sump engines, engines with turbochargers and
liquid-cooled engines, check for signs of disturbed fluid
circulation.
Pitot-static system Perform functional check.
Transponder Perform operational check.
Ice protection Perform operational check of ice protection system.
Fuel quantity indication Check the fuel quantity indication for proper indication.
Caution and warning Operational check of cautions and warnings lights.
MIP for Category 2 sailplanes and Category 2 powered sailplanes

CAR-ML
To be performed:
— every 100-h/annual interval (for TMGs), whichever comes first; or

— every annual interval (for the rest).
A tolerance of 1 month or 10 h, as applicable, may be applied. The next interval shall

be calculated from the time the inspection takes place.

task/inspection.
Note 2: In the case of TMGs, it is acceptable to control the hours of use of the aircraft,
engine and propeller as separate entities. Any maintenance check to be carried out
between two consecutive 100-h/annual inspections may be performed separately on
the aircraft, engine and propeller, depending on when each element reaches the
corresponding hours. However, at the time of the 100-h/annual, all the elements must
be covered.
carried out wherever a check for improper installation/operation is performed
Category 2 sailplanes and Category 2 powered sailplane
GENERAL
General — all tasks The aircraft must be clean prior to inspection. Inspect
for security, damage, wear, integrity, whether
drain/vent holes are clear, for signs of overheating,
leaks, chafing, cleanliness and condition, as
appropriate to the particular task. Whilst checking
composite structures, check for signs of impact or
pressure damage that may indicate underlying
damage
Lubrication/servicing Lubricate and replenish fluids in accordance with the
manufacturer’s requirements.
Markings Check that side and under wing registration markings
are correct. If applicable, check that an exemption for
alternate display is approved. Identification plate for
registered aircraft is present, as well as other
identification markings on fuselage in accordance with
local (national) rules.
Weighing Review weighing record to establish accuracy against

installed equipment.
Weigh the aircraft as required, as required by the
relevant Regulation for air operations.
AIRFRAME
Fuselage paint/gel coat Inspect external surface and fairings, gel coat, fabric
covering or metal skin, and paintwork

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Fuselage structure Check frames, formers, tubular structure, skin, and

attachments. Inspect for signs of corrosion on tubular
framework
Nose fairing Inspect for evidence of impact with ground or objects.
Release hook(s) Inspect nose and centre of gravity, release hooks and
controls. Check operational life. Carry out operational
test. If more than one release hook or control is fitted,
check operation of all release hooks from all positions.
Pitot/ventilator Check alignment of probe, check operation of
ventilator.
Pitot-static system Inspect pitot probes, static ports, and all tubing (as
accessible) for security, damage, cleanliness, and
condition. Drain any water from condensate drains.
Bonding/vents drains Check all bonding leads and straps. Check that all
vents and drains are clear from debris
CABIN AND COCKPIT
Cleanliness/loose articles Check under cockpit floor/seat pan and in rear

fuselage for debris and foreign items.
Canopy, locks and jettison Inspect canopy, canopy frame and transparencies for
cracks, unacceptable distortion, and discolouration.
Check operation of all locks and catches. Carry out an
operational test of the canopy jettison system from all
positions.
Seat/cockpit floor Inspect seat(s). Check that all loose cushions are
correctly installed and, as appropriate, that energy-
absorbing foam cushions are fitted correctly. Ensure
that all seat adjusters fit and lock correctly.
Harness(es) Inspect all harnesses for condition, and wear of all
fastenings, webbing, and fittings. Check operation of
release and adjustments.
Rudder pedal assemblies Inspect rudder pedal assemblies and adjusters.
Inspect cables for wear and damage.
Instrument panel Inspect instrument panel and all
assemblies instruments/equipment. Check if instrument readings
are consistent with ambient conditions. Check marking
of all switches, circuit breakers, and fuses. Check
operation of all installed equipment, as possible in
accordance with the manufacturer’s instructions.
Check markings of instruments in accordance with the

aircraft flight manual (AFM).
Oxygen system Inspect oxygen system. Check bottle hydrostatic-test
date expiry in accordance with the manufacturer’s
recommendations.
Ensure that oxygen installation is recorded on weight
and centre-of-gravity schedule.
CAUTION: OBSERVE ALL SAFETY PRECAUTIONS.

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Colour-coding of controls Ensure that controls are colour-coded in accordance

with the AFM and in good condition.
Placards Check that the placards are correct and legible, and
accurately reflect the status of the aircraft in
accordance with the AFM.
LANDING GEAR
Front skid/nose wheel and Inspect for evidence of hard/heavy landings. Check
mounts skid wear. Inspect wheel, tyre, and wheel box. Check
tyre pressure.
Main wheel and brake Check for integrity of hydraulic seals and leaks in pipe
assembly work. Check life of hydraulic hoses and components, if
specified by the manufacturer. Remove brake drums,
check brake lining wear. Check disk/drum wear. Refit
drum. Check brake adjustment.
CAUTION: BRAKE DUST MAY CONTAIN
ASBESTOS.
Check operation of brake. Check level of brake fluid
and replenish, if necessary. Check tyre pressure.
CAUTION: CHECK TYPE OF BRAKE FLUID USED
AND OBSERVE SAFETY PRECAUTIONS
Undercarriage suspension Check springs, bungees, shock absorbers, and
attachments. Check for signs of damage.
Service strut, if applicable.
Undercarriage retract Check retraction mechanism and controls, warning
system and doors system if fitted, gas struts, doors and
linkages/springs, over-centre/locking device. Perform
retraction test.
Tail skid/wheel Inspect for evidence of hard/heavy landings. Check
skid wear. Inspect wheel, tyre, and wheel box. Check
bond of bonded skids. Check tyre pressure.
Wheel brake control circuit Inspect wheel brake control rods/cables. If combined
with air brake, ensure correct rigging relationship.
Check parking-brake operation, if fitted
WING AND CENTRE SECTION
Centre section Inspect wing centre section including fairings for

security, damage, and condition.
Wing attachments Inspect the structural attachments of the wing. Check
for damage, wear, and security. Check for rigging
damage. Check condition of wing attachment pins and
wing main bolts.
Winglet/wing extensions Inspect the structural attachments of winglet and wing
attachments. Check for damage, wear, and security.
Aileron control Inspect aileron control rods/cables. Check that control
circuit/stops stops are secure and make contact.
Inspect connecting control devices for security,
damage, free play and secure mounting.
Air brake control circuit Inspect air brake control rods/cables. Check
friction/locking device (if fitted). Inspect connecting

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control devices for security, damage, free play and

secure mounting. Inspect air brake locking for proper
adjustment and positive locking.
Wing struts/wires Inspect struts for damage and internal corrosion. Re-
inhibit struts internally every 3 years or in accordance
with the manufacturer’s instructions.
Wings including underside Check main plane structure externally and internally,
registration markings as far as possible. Check gel coat, fabric covering, or
metal skin.
Ailerons and controls Inspect aileron and flaperon assemblies, hinges,
control connections, springs/bungees, tapes, and
seals. Ensure that seals do not impair the full range of
movement.
Air brakes/spoilers Inspect air brake/spoiler panel(s) operating rods,
closure springs, and friction devices, as fitted.
Flaps Check flap system and control. Inspect connecting
control devices.
Control deflections and Check and record range of movements and cable
free play, and record them tensions, if specified, and check free play
on worksheets
EMPENNAGE
Tailplane and elevator With tailplane de-rigged, check tailplane and

attachments, self-connecting and manual control
connections. Check gel coat, fabric covering, or metal
skin.
Rudder Check rudder assembly, hinges, attachments, balance
weights.
Rudder control Inspect rudder control rods/cables. Check that control
circuit/stops stops are secure and make contact. Pay particular
attention to wear and security of liners and cables in
‘S’ tubes.
Elevator control Inspect elevator control rods/cables. Check that
circuit/stops control stops are secure and make contact.
Inspect self-connecting control devices.
Trimmer control circuit Inspect trimmer control rods/cables. Check
friction/locking device. Inspect trim indication for
proper adjustment and function.
Control deflections and Check and record range of movements and cable
free play, and record them tensions, if specified, and check free play.
on worksheets
AVIONICS AND ELECTRICS
Electrical installation/fuses Check all electrical wiring for condition. Check for signs
of overheating and poor connections. Check
fuses/trips for condition and correct rating.
Battery security and Check battery mounting for security and operation of
corrosion clamp. Check for evidence of electrolyte spillage and
corrosion. Check that battery has correct main fuse
fitted.

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It is recommended to carry out battery capacity test on

gliders equipped with radio, used for cross-country,
controlled airspace, or competition flying.
Radio installations and Check radio installation, microphones, speakers and
placards intercom, if fitted. Check that a call sign placard is
installed. Carry out ground function test. Record radio
type fitted.
Air speed indicator Carry out a pitot static leak check and functional check
of the airspeed indicator. In case of indications of
malfunctions, carry out an airspeed indicator
calibration check.
Altimeter datum Check barometric subscale by altimeter QNH
reading.
Pitot-static system Perform pitot static leak check, inspect hoses for
condition, operational check.
Transponder Perform operational check
MISCELLANEOUS
Removable ballast Check removable ballast mountings and securing

devices (including fin ballast, if applicable) for
condition. Check that ballast weights are painted with
conspicuous colour. Check that provision for the
ballast is made on the loading placard.
Drag chute and controls Inspect chute, packing and release mechanism. Check
packing intervals.
Water ballast system Check water ballast system, wing and tail tanks, as
fitted. Check filling points, level indicators, vents, dump
and frost drains for operation and leakage. If loose
bladders are used, check for leakage and expiry date,
as applicable
POWER PLANT (when applicable)
NOTE: In the case of sailplanes with electrical or jet engines, follow the maintenance
instructions and recommendations of the DAH.
Engine pylons and Inspect engine and pylon installation. Check engine
mountings compartment and fire sealing.
Gas strut Check gas strut.
Pylon/engine stops Check limit stops on retractable pylons. Check
restraint cables.
Electric actuator Inspect electric actuator, motor, spindle drive, and
mountings.
Electrical wiring Inspect all electrical wiring. Pay special attention to
wiring that is subject to bending during extension and
retraction of engine/pylon
Limit switches Check operation of all limit switches and strike plates.
Make sure that they are not damaged by impact.
Fuel tank(s) Check fuel tank mountings and tank integrity. Check
fuel quantity indication system, if fitted.
Fuel pipes and vents Check all fuel pipes, especially those subject to
bending during extension and retraction of
engine/pylon. Check that vents are clear. Make sure

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that overboard drains do not drain into engine

compartment. Check self-sealing.
Fuel cock or shut-off valve Check operation of fuel cock or shut-off valve and
indications.
Fuel pumps and filters Clean or replace filters, as recommended by
manufacturer. Check operation of fuel pumps for
engine supply or tank replenishment. Check fuel pump
controls and indications.
Decompression valve Inspect decompression valve and operating control.
Ignition Inspect ignition system including spark plugs,
distributor and cables for condition and damage.
Inspect low-tension and high-tension wiring,
connectors, spark plug caps. Check magneto-to-
engine timing.
Propeller Inspect propeller, hub, folding mechanism, brake, pitch
change mechanism, stow sensors. Inspect propeller
control for function and condition.
Doors Check engine compartment doors, operating cables,
rods, and cams.
Safety springs Check all safety and counterbalance springs.
Extension and retraction Check that extension and retraction operation times
are within the limits specified by the manufacturer.
Check light indications and interlocks for correct
operation.
Exhaust Inspect exhaust system, silencer, shock mounts, and
links.
Engine installation Inspect engine and all accessories.
Carry out compression test and record results (for
piston engines).
Compression test results:
No 1 (left/front); and
No 2 (right/rear).
Lubrication Change engine oil and filter. Replenish oil and additive
tanks.
Engine instruments Inspect all engine instruments and controls. Check
control unit, mounts, bonding and connections. Carry
out internal self-test, if fitted.
Engine battery If separate from airframe battery, inspect battery and
mountings. If main fuse is fitted, check rating and
condition.
Engine battery capacity Carry out capacity test. Refer to appropriate manual or
test guidance.
Placards Check that all placards are in accordance with the AFM
and legible.
Oil and fuel leaks With the engine fully serviced, check the fuel and oil
system for leaks
MIP for Category 2 hot-air balloons
To be performed at every 100-h/annual interval, whichever comes first.

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A tolerance of 1 month or 10 h may be applied. The next interval shall be calculated

from the time the inspection takes place.

task/inspection.

carried out wherever a check for improper installation/operation is performed.
MIP for Category 2 hot-air balloons
(a) Envelope
Identification (type/serial Check for presence.
number/registration plate)
Crown ring Inspect for damage/corrosion.
Crown line Inspect for damage, wear, security of attachment.
Check correct length.
Vertical-/horizontal-load Inspect joints with the crown ring, top of the envelope
tapes and wires. Inspect that all load tapes are undamaged
along their entire length. Inspect base horizontal tape
and edge of the envelope top. Inspect joint between
base horizontal-load tape and vertical-load tapes.
Envelope fabric Inspect the envelope fabric panels (including parachute
and rotation vents, if fitted) for damage, porosity
overheating or weakness. Unrepaired damage is within
tolerance provided for by the manufacturer.
If substantial fabric porosity is suspected, a flight test
should be performed, but only after a grab test has
demonstrated that the balloon is safe to fly.
Perform grab test in accordance with the
manufacturer’s instructions
Flying cables Inspect for damage (particularly heat damage).
Karabiners Inspect for damage/corrosion. Operational check of
karabiner lock.
Melting link and Check and record maximum temperature indication
‘tempilabel’ (flag/tempilabel).
Control lines and Inspect for damage wear, security of knots.
attachments Check proper length. Check lines attachments for
damage, wear, security.
Envelope pulleys/guide Inspect for damage, wear, free running,
rings contamination, security of attachment
(b) Burner

Identification (type/serial Check for presence and verify type/serial number
number) installed.
Burner frame Inspect welds for cracking.
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Inspect tubes for distortion/deformation/cuts/gouges.

Inspect frame for security of fasteners (heat shields,
flexi-corners).
Inspect frame lugs for wear and cracking.
Inspect general condition (corrosion, heat shields).
Gimballing Operational check of stiffness and security of
fasteners.
Leak check Perform leak check of the burner.
Fuel hoses including Inspect all hoses for wear, damage, leakage and
manifolds service life limitations. Inspect O-ring seals,
lubricate/replace as required.
Pressure gauges Check that the pressure gauge reads correctly, and
that lens is present.
Pilot valves/flame Check shut-off, free movement, correct function, and
lubricate if necessary.
Whisper valves/flame Check shut-off, free movement, correct function, and
lubricate if necessary
Main valves/flame Check shut-off, free movement, correct function, and
lubricate if necessary.
Coils Check for damage, distortion, security of fasteners.
Inspect welds for cracking.
Check security of jets. Tighten or replace, as
necessary.
( c) Basket

number)
Basket walls Check the general condition of the basket walls.
Inspect weave for damage, cracks/holes. Check for no
sharp objects inside the basket.
Basket wires Inspect for damage, check swaging and eye rings
(thimbles).
Karabiners Inspect for damage/corrosion. Operational check of
karabiner lock.
Basket floor Inspect for damage and cracks.
Runners Inspect for damage, security of attachment.
Rawhide Inspect for damage, wear and attachments to the
floor.
Rope handles Inspect for damage, security of attachment.
Cylinder straps Inspect for damage, deterioration, approved type
fitted.
Padded basket edge trim Inspect for damage and wear.
Burner support rods Inspect for damage, wear and cracking.
Padded burner support Inspect for damage and wear.
rod covers
Basket equipment Check presence and functionality.
Pilot restraint and anchor Inspect for security and condition.

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Fire extinguisher Check expiration date and protection cover.

First aid kit Check for completeness and expiration date.
(d) Fuel cylinders

number)
Cylinder Check if periodic inspections for each cylinder are
valid (date) (e.g. 10 years’ inspection).
Cylinder body Inspect for damage, corrosion
Liquid valve Inspect for damage, corrosion, correct operation.
Inspect O-ring seals, lubricate/replace as required
Fixed liquid Inspect for damage, corrosion, correct operation.

Level gauge
Contents Inspect for damage, corrosion, freedom of movement.
Gauge
Vapour valve Inspect for damage, corrosion, correct operation
(including regulator).
Check quick-release coupling for correct operation,
sealing
Padded cover Inspect for damage. Check for correct thickness.
Pressure relief valve Inspect for contamination, corrosion. Check service
life limit.
Assembly Inspect, and test for leaks all pressure-holding joints
using leak detector.
Perform functional test
e) Additional equipment

Instruments Perform functional check.
Quick release Perform functional check and inspect the condition of
the latch, bridle and ropes for wear and deterioration.
Check that the karabiners are undamaged and
operate correctly.
Communication/navigation Perform operational check.
equipment (radio)
Transponder Perform operational check
GM1 ML.A.302(d)(2) Aircraft maintenance programme
OPERATIONAL TEST AND FUNCTIONAL TEST
An operational test (or operational check) is a task used to determine that an item is
operating normally. It does not require quantitative tolerances.

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A functional test (or functional check) is a quantitative check to determine if one or

more functions of an item performs within the limits specified in the appropriate
maintenance data. The measured parameter should be recorded
GM1 ML.A.302(d)(2)(d) Aircraft maintenance programme
OPERATIONAL TEST OF TRANSPONDER
A transponder test that is carried out in accordance with applicable regulation is

considered to include the MIP task described in ML.A.302(d)(2)(d).
ML.A.303 Airworthiness directives
Any applicable AD must be carried out within the requirements of that AD unless
otherwise specified by the DGCA.
ML.A.304 Data for modifications and repairs
A person or organisation repairing an aircraft or a component shall assess any

damage. Modifications and repairs shall be carried out using, as appropriate, the
following data:
(a) approved by the DGCA;
(b) approved by a design organisation complying with CAR 21
((c) Reserved
c Note:- Procedure for modification and repairs is detailed in Airworthiness Advisory
) Circular (AAC) No. 1 of 2017
ML.A.305 Aircraft continuing airworthiness record system
(a) At the completion of any maintenance, the certificate of release to service (CRS)
required by point ML.A.801 shall be entered in the aircraft continuing airworthiness
record system. Each entry shall be made as soon as possible but not later than 30
days after the day of the completion of the maintenance task.
(b) The aircraft continuing airworthiness records shall consist of 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.
(c) The aircraft type and registration mark, the date together with the total flight time
and flight cycles and landings, shall be entered in the aircraft logbooks.
(d) The aircraft continuing airworthiness records shall contain:

(1) the current status of ADs and measures mandated by the DGCA in immediate
reaction to a safety problem;

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(2) the current status of modifications, repairs and other DAH maintenance
recommendations;
(3) the current status of compliance with the AMP;
(4) the current status of service-life-limited components;
(5) the current mass and balance report;
(6) the current list of deferred maintenance.
(e) In addition to the authorised release document, CA Form 1, as set out in Appendix
II of CAR-M, or equivalent, the following information relevant to any component
installed, such as 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) the identification of the component;
(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;
(3) the date together with the component's accumulated total flight time, flight
cycles, landings and calendar time, as relevant to the particular component;
(4) the current information referred to in point (d), applicable to the component.
(f) The person or organisation responsible for the management of continuing
airworthiness and tasks pursuant to point ML.A.201, shall control the records as
detailed in point ML.A.305 and present the records to the DGCA 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 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 no
less than 36 months after the aircraft or component has been released to service;
(2) the total time in service, this is to say hours, calendar time, cycles and landings,
of the aircraft and all service-life-limited components, for at least 12 months after
the aircraft or component has been permanently withdrawn from service;
(3) the time in service, this is to say hours, calendar time, cycles and landings, as
appropriate, since the 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;
(4) the current status of compliance with the AMP at least until the scheduled
maintenance of the aircraft or component has been superseded by another
scheduled maintenance of equivalent work scope and detail;

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(5) the current status of ADs applicable to the aircraft and components, at least
12 months after the aircraft or component has been permanently withdrawn from
service;
(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.
AMC1 ML.A.305 Aircraft continuing-airworthiness record system
(a) Any other forms different from a logbook/log card of keeping the below information
could be acceptable. For example, that could be in paper form, a spreadsheet or
an IT system.
(b) A log card and status for components other than propeller and engines could be
combined in a single document.
(c) If the AD is generally applicable to the aircraft or component type but is not
applicable to the particular aircraft, engine, propeller or component, then this
should be identified as well as the reason why it is not applicable. There is no
need to list those ADs that are superseded or cancelled.
(d) The current status of ADs should be sufficiently detailed to identify the complied
AD and/or the due limit.
(e) If the IT system is the only record-keeping system, it should have at least one
backup system, which should be regularly updated. Each terminal should contain
programme safeguards against the probability of unauthorised personnel altering
the database
ML.A.307 Transfer of aircraft continuing-airworthiness records
(a) When an aircraft is permanently transferred from one owner to another, the
transferring owner shall ensure that the continuing airworthiness records referred
to in point ML.A.305 are also transferred.
(b) When the owner contracts the continuing airworthiness management tasks to a
CAMO or CAO the owner shall ensure that the continuing airworthiness records
referred to in point ML.A.305 are transferred to the contracted organisation.
(c) The time periods for the retention of records set out in point (h) of point ML.A.305
shall continue to apply to the new owner, CAMO or CAO.

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SUBPART D - MAINTENANCE STANDARDS
ML.A.401 Maintenance data
(a) The person or organisation maintaining an aircraft shall only use applicable
maintenance data during the performance of maintenance.
(b) For the purposes of this CAR, ‘applicable maintenance’ data means:
(1) any applicable requirement, procedure, standard or information issued by the
DGCA;
(2) any applicable AD;
(3) Applicable ICA issued by type certificate holders, supplementary type certificate
holders and any other organisation that publishes such data in accordance with
CAR-21
(4) any applicable data issued in accordance with point (d) of point 145.A.45.
GM1 ML.A.401(b) Maintenance data
Similar provisions to those in GM1 M.A.401(b)(3) and (b)(4) and GM1 M.A.401(b)(4)
apply.
ML.A.402 Performance of maintenance
(a) Maintenance performed by approved maintenance organisations shall be in

accordance with Subpart F of CAR-M, CAR-145 or CAR-CAO , as applicable.
(b) For maintenance not performed in accordance with point (a), the person
performing maintenance shall:
(1) be qualified for the tasks performed, as required by this CAR;
(2) ensure that the area in which maintenance is carried out is well organised and
clean with no dirt or contamination;
(3) use the methods, techniques, standards and instructions specified in the
maintenance data referred to in point ML.A.401;
(4) use the tools, equipment and material specified in the maintenance data
referred to in point ML.A.401. If necessary, tools and equipment shall be
controlled and calibrated to an officially recognised standard;
(5) ensure that maintenance is performed within any environmental limitations
specified in the maintenance data referred to in point ML.A.401;
(6) ensure that proper facilities are used in case of inclement weather or lengthy
maintenance;
(7) ensure that the risk of multiple errors during maintenance and the risk of errors
being repeated in identical maintenance tasks are minimised;
(8) ensure that an error-capturing method is implemented after the performance of
any critical maintenance task;

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(9) perform a general verification after completion of maintenance to ensure that

the aircraft or component is clear of all tools, equipment and any extraneous
parts and material, and that all access panels removed have been refitted;
(10) ensure that all maintenance performed is properly recorded and
documented.
AMC1 ML.A.402 Performance of maintenance
(a) Examples of acceptable methods to record and document the maintenance

performed are the following:
— a copy of the 100-h/annual inspection checklist with ticks and signature; and
— a copy of the release to service indicating the tasks performed.
(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.
AMC1 ML.A.402(b)(7) Performance of maintenance
To minimise the risk of errors and to prevent omissions, the person performing
maintenance should ensure that:
(a) every maintenance task is signed off only after completion;
(c) the grouping of tasks for the purpose of sign-off allows critical steps to be clearly
identified; and
(c) any work performed by personnel under supervision (i.e. temporary staff, trainees)
is checked and signed off by an authorised person.
CRITICAL MAINTENANCE TASKS
The following maintenance tasks should primarily be reviewed to assess their impact
on safety:
(a) tasks that may affect the control of the aircraft’s flight path and attitude, such as
the installation, rigging and adjustments of flight controls;
(b) tasks that may affect aircraft stability control systems (autopilots, fuel transfer);
(c) tasks that may affect the propulsive force of the aircraft, including the installation
of aircraft engines, propellers and rotors; and
(d) the overhaul, calibration or rigging of engines, propellers, transmissions and

gearboxes.

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ERROR-CAPTURING METHODS
Re-inspection, when only one person is available to carry out the task, or independent
inspection, are possible error-capturing methods.
ML.A.403 Aircraft defects
(a) Any aircraft defect that seriously endangers the flight safety shall be rectified before
further flight.
(b) The following persons may decide that a defect does not seriously endanger flight
safety, and may defer it accordingly:
(1) the pilot in respect of defects affecting non-required aircraft equipment;
(2) the pilot, when using the minimum equipment list, in respect of defects affecting
required aircraft equipment — otherwise, these defects may only be deferred by
authorised certifying staff;
(3) the pilot in respect of defects other than those referred to in points (b)(1) and
(b)(2) if all the following conditions are met: the defect is with the agreement of
the aircraft owner or, if applicable, of the contracted CAMO or CAO
(i) the aircraft is operated under non-commercial ( private) operation
(ii) The pilot defers the defect with the agreement of the aircraft owner or, if
applicable, of the contracted CAMO or CAO;
(4) the appropriately qualified certifying staff in respect of other defects than those
referred to in points (b)(1) and (b)(2), where the conditions referred to in point
3(i) and (ii) are not met.
(c) Any aircraft defect that does not seriously hazard flight safety shall be rectified as
soon as practicable from the date on which the defect was first identified and within
the limits specified in the maintenance data.
((d) Any defect not rectified before flight shall be recorded in the aircraft continuing
d airworthiness record system referred to in point ML.A.305 and a record shall be
) available to the pilot.
AMC1 ML.A.403 Aircraft defects
Aircraft equipment should be declared to be defective if the pilot observed a

malfunction during the flight, or if considered as faulty after inspection/test referred to
in the maintenance data. This does not prevent the pilot from recording observations
and comments on the performance of the aircraft equipment where this is not
considered to constitute a defect.

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GM1 ML.A.403 Aircraft defects
If appropriate certifying staff is readily available for consultation, the pilot should
consider consultation with them before deferring any defect.
For balloons, sailplanes or other aircraft not operated for commercial operation, the
pilot may defer required equipment, regardless of whether or not a CAMO or CAO is
contracted. However, if doing so, he or she has the obligation to receive the agreement
of the owner, or the contracted CAMO or CAO.
The term ‘required’ refers to equipment that is required by the applicable airworthiness
code (certification specification) or required by the relevant regulations for air
operations or the applicable rules of the air or as required by air traffic management
(e.g. a transponder in certain controlled airspace).
AMC1 ML.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 listed on the current list of deferred maintenance
(ML.A.305(d)(6)) and rectified at the next appropriate maintenance event and within
the limit specified in the maintenance data. Any deferred defect that is not rectified
during the next maintenance event, should be re-entered on the list of deferred
maintenance and the original date of the defect should be retained.

CAR-ML
SUBPART E – COMPONENTS
ML.A.501 Classification and installation
(a) Unless otherwise specified in Subpart F of CAR-M, CAR-145, CAR-CAO and CAR-
21, component may be fitted only if all of the following conditions are met:
(i) it is in a satisfactory condition;
(ii) has been appropriately released to service using an CA Form 1 as set out in
CAR-M or equivalent;
(iii) has been marked in accordance with Subpart Q of CAR-21.
(b) Prior to the installation of a component on an aircraft, the person or approved
maintenance organisation shall ensure that the particular component is eligible to
be fitted if different modifications or AD configurations are applicable.
(c) Standard parts shall only be fitted to an aircraft or component when the
maintenance data specifies those particular standard parts. Standard parts shall
only be fitted when accompanied by evidence of conformity to the applicable
standard and has appropriate traceability.
(d) Raw or consumable material shall only be used on an aircraft or component
provided that:
(i) the aircraft or component manufacturer allows for the use of raw or consumable
material in relevant maintenance data or as specified in Subpart F of CAR-M,
CAR-145 or CAR-CAO.
(ii) such material meets the required material specification and has appropriate
traceability.
(iii) such material is accompanied by documentation clearly relating to the particular
material and containing a conformity-to-specification statement as well as the
manufacturing and supplier source.
(e) In case of balloons, where different combinations of baskets, burners and fuel
cylinders are possible for a particular envelope, the person installing them shall
ensure that:
(1) the basket, burner and/or fuel cylinders are eligible for installation according to
the TCDS or other documents referred to in the TCDS;
(2) the basket, burner and/or fuel cylinders are in serviceable condition and have the
appropriate maintenance records.
AMC1 ML.A.501(a)(ii) Classification and installation
CA FORM 1 OR EQUIVALENT
For the purpose of CAR - M, a document equivalent to a CA Form 1 may be:
- a release document issued by an organisation under the terms of a bilateral

agreement signed by DGCA

CAR-ML
- EASA Form 1
- FAA Form 8130-3
- UK CAA Form 1
- Airworthiness release documents issued by the manufacturer of aircraft for new

components shall be acceptable for the installation on type of aircraft for which
Type Certificate is accepted by DGCA.
- Any other form acceptable to DGCA.
AMC1 ML.A.501(e) Classification and installation
BALLOONS
Baskets, burners and fuel cylinders are components which are often
interchanged between different balloons. Furthermore, they are often
removed/installed by the pilot-owner (or by other persons when such
removal/installation is not considered maintenance because the task is
described in the AFM).
As a consequence, an CA Form 1 does not need to be issued when these

components are removed in serviceable condition from a balloon, and can be
installed on another balloon as long as the person performing the installation has
access to the appropriate maintenance records necessary to establish their
serviceable condition. In particular, due attention should be paid to the
inspection dates of the various components.
This does not supersede the requirement to release any maintenance performed
on such components either on an CA Form 1 or equivalent or on the balloon
maintenance log book, as applicable.
ML.A.502 Component maintenance
(a) Components accepted by the owner in accordance with point (c) of point 21.A.307
of CAR-21 shall be maintained by any person or organisation, subject to
reacceptance by the owner under the conditions of point 21.A.307(c) of CAR-21.
This maintenance is not eligible for the issuance of an CA Form 1, as set out in
CAR-M and shall be subject to the aircraft release requirements.
(b) Components shall be released in accordance with the following table:
Released using an CA Released at aircraft level

Form 1 (as set out in per point ML.A.801 (not
CAR-M) possible to issue an CA
Form 1)

CAR-ML
Components maintained in accordance with component maintenance data

(data issued by the component manufacturer)
Maintenance other Engine-rated (for engine) (i) Aircraft-rated

than overhaul or component-rated (for maintenance
other components) organisations; and/or
maintenance (ii) independent certifying
organisations staff
Overhaul of Component-rated Not possible

components other maintenance
than engines and organisations
propellers
Overhaul of engines Engine-rated (for engine) (iii) Aircraft-rated

and propellers for or component-rated (for maintenance
Category 1 light propeller) maintenance organisations; and/or
aircraft and LSA organisations (iv) independent certifying
aircraft staff
Components maintained in accordance with aircraft maintenance data (data

issued by the aircraft manufacturer)
All components and Engine-rated (for engine) —Aircraft-rated

all types of or component-rated (for maintenance
maintenance other components) organisations; and/or
maintenance —independent certifying
organisations staff
GM1 ML.A.502 Component maintenance
COMPONENT MAINTENANCE BY INDEPENDENT CERTIFYING STAFF
The cases where the independent certifying staff can release component maintenance
are only valid when the independent certifying staff is allowed, according to ML.A.201,
to carry out maintenance (refer to GM1 ML.A.201) and when he or she is competent
for such component maintenance
As an example, in accordance with ML.A.201(e), the independent certifying staff

cannot carry out maintenance when the balloon is operated for commercial operation.

CAR-ML
ML.A.503 Service-life-limited components

(a) The term ‘service life-limited components’ contains the following components:
(1) components subject to a certified life limit after which the components should be
retired, and;
(2) components subject to a service life limit after which the components shall
undergo maintenance to restore their serviceability.
(b) Installed service-life-limited components shall not exceed the approved service life
limit as specified in the AMP and ADs, except as provided for in point ML.A.504(c).
(c) The approved service life is expressed in calendar time, flight hours, landings or
cycles, as appropriate.
(d) At the end of the approved service life limit, the component must be removed from
the aircraft for maintenance, or for disposal in the case of components with a
certified life limit.
ML.A.504 Control of unserviceable components

(a) A component shall be considered unserviceable in any of the following
circumstances:
(1) expiry of the component's service life limit as defined in the AMP;
(2) non-compliance with the applicable ADs and other continued-airworthiness
requirement mandated by the DGCA;
(3) absence of the necessary information to determine the airworthiness status of
the component or its eligibility for installation;
(4) evidence of component defects or malfunctions;
(5) component involvement in an incident or accident likely to affect its
serviceability.
(b) Unserviceable components shall be identified as one of the following:

(1) unserviceable and stored in a secure location under the control of an approved
maintenance organisation or independent certifying staff until a decision is made
on the future status of such components;
(2) unserviceable by the person or organisation that declared the component
unserviceable, and its custody shall be transferred to the aircraft owner after
documenting such transfer in aircraft maintenance record system referred to in
point ML.A.305.
(c) Components which have reached their certified life limit or contain a non-repairable
defect or malfunction 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 in accordance with point
ML.A.304.
(d) Any person or organisation responsible pursuant to point ML.A.201 shall in the
case of an unsalvageable component, as provided for in point (c), take one of the
following actions:
(1) retain such component in a location referred to in point (b)(1);

CAR-ML
(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 a
component.
(e) Notwithstanding point (d), a person or organisation responsible pursuant to point
ML.A.201 may transfer responsibility of components classified as unsalvageable
without mutilation to an organisation for training or research.

CAR-ML
SUBPART H - CERTIFICATE OF RELEASE TO SERVICE

(CRS)
ML.A.801 Aircraft certificate of release to service
(a) A CRS shall be issued after the required maintenance has been carried out
properly on an aircraft.
(b)The CRS shall be issued, alternatively by:
(1)appropriate certifying staff on behalf of the approved maintenance organisation;
(2) independent certifying staff;
(3) the pilot- owner in compliance with point ML.A.803.
(c) By derogation from point (b), in the case of unforeseen circumstances, when an
aircraft is grounded at a location where no appropriately approved maintenance
organisation and no appropriate certifying staff are available, the owner may
authorise any person, with no less than 3 years of appropriate maintenance
experience and holding the proper qualifications, to maintain the aircraft according
to the standards set out in Subpart D of this CAR 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 the person issuing the certification;
(2) ensure that any such maintenance is rechecked and released in accordance
with point (b) of point ML.A.801 at the earliest opportunity and within a period not
exceeding 7 days or, in the case of aircraft not operated for commercial
operation, within a period not exceeding 30 days;
(3) notify the contracted CAMO or CAO, or the DGCA in the absence of such a
contract, within 7 days of the issuance of such authorisation.
(d) In the case of a release to service in accordance with points (b)(1) or (b)(2), the
certifying staff may be assisted in performing the maintenance tasks by one or more
persons subject to his direct and continuous control;
(e) A CRS shall contain at least:
(1) basic details of the maintenance carried out;
(2) the date on which the maintenance was completed;
(3) the identity of the organisation or person issuing the release to service,
including, alternatively:
(i) the approval reference of the maintenance organisation and certifying staff
issuing the CRS;
(ii) In the case of point (b)(2), the identity and, if applicable, the licence number
of the independent certifying staff issuing the CRS;
(4) the limitations to airworthiness or operations, if any.
(f) By derogation from point (a) and notwithstanding point (g), when the required
maintenance cannot be completed, a CRS may be issued within the approved
aircraft limitations. In that case, the CRS shall indicate that the maintenance could
not be completed, as well as indicate any applicable airworthiness or operations
limitations, as part of the information required in point (e)(4).

CAR-ML
(g) A CRS shall not be issued in the case of any known non-compliance with the
requirements of this CAR which endangers flight safety.
AMC1 ML.A.801(e) Aircraft certificate of release to service
(a) The aircraft CRS should contain one of the following statements:
(1) ‘certifies that the work specified, except as otherwise specified, was carried out
in accordance with CAR-ML, and in respect to that work, the aircraft is
considered ready for release to service.’; or
(2) for a pilot-owner:
‘certifies that the limited pilot-owner maintenance specified, except as otherwise

specified, was carried out in accordance with CAR-ML, and in respect to that
work, the aircraft is considered ready for release to service.’.
(b) The CRS should relate to the task specified in the DAH’s or operator’s instruction
or the AMP which itself may cross-refer to a DAH’s/operator’s instruction in a
maintenance manual, service bulletin, etc. This should indicate the revision
status of the maintenance instruction used.
(d) The CRS should include the date when the maintenance took place relative to
any life or overhaul limitation in terms of date/flying hours/cycles/ landings etc.
as appropriate.
(d) When extensive maintenance has been carried out, it is acceptable for the CRS
to summarise the maintenance as long as there is a unique cross reference to
the work pack containing full details of the maintenance carried out.
Dimensional information should be retained in the work pack record.
(e) The person issuing the CRS should use his or her normal signature except in
the case where a computer release-to-service system is used. In this latter
case, the DGCA needs to be satisfied that only this particular person may
electronically issue the CRS. One such method of compliance is the use of a
magnetic or optical personal card in conjunction with a personal identification
number (PIN) known only to the individual, which is keyed into the computer. A
certification stamp is optional.
(e) At the completion of all maintenance, owners, certifying staff, operators and
maintenance organisations should ensure they have a clear, concise and legible
record of the work performed.
(g) In the case of an ML.A.801(b)(2) CRS, the independent certifying staff should
retain all records necessary to prove that all requirements have been met for
the issuance of a CRS.

CAR-ML
AMC1 ML.A.801(f) Aircraft certificate of release to service
Certain maintenance data issued by the DAH (e.g. AMM) requires that a
maintenance task be performed in flight as a necessary condition to complete the
maintenance ordered. Within the aircraft limitations, the person authorised to certify
the maintenance per ML.A.801 should release the incomplete maintenance before
this flight. GM1 ML.A.301(f) describes the relations with the aircraft operator, which
retains the responsibility for the MCF. After performing the flight and any additional
maintenance necessary to complete the maintenance ordered, a CRS should be
issued in accordance with ML.A.801
ML.A.802 Component certificate of release to service
(a) A component CRS shall be issued after the required maintenance has been carried
out properly on an aircraft component in accordance with point ML.A.502.
(b) The authorised release certificate identified as CA Form 1, as set out in CAR-M,
constitutes the component CRS, except when such maintenance is released at
aircraft level, as indicated in point ML.A.502(b).
ML.A.803 Pilot-owner authorisation
(a) To qualify as a pilot-owner, the person must:

(1) hold a valid pilot licence or equivalent licence issued or validated by a DGCA for
the aircraft type or class rating;
(2) own the aircraft, either as a sole or joint owner; that owner must be, alternatively:
(i) one of the natural persons on the registration form;
(ii) a member of a non-profit recreational legal entity, where the legal entity is
specified on the registration document as owner or operator; that member
must be 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 aircraft not operated, for commercial operation, the pilot-owner may issue a
CRS after limited Pilot-owner maintenance as provided for in Appendix II to this
CAR.
(c) The CRS 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, as well as the identity, the signature and the pilot
licence (or equivalent) number of the pilot-owner issuing such a certificate.

CAR-ML
AMC1 ML.A.803 Pilot-owner authorisation
(a) A pilot-owner may only issue a CRS for the maintenance he or she has
performed (ref. ML.A.201(c), ML.A.801 and ML.A.803).
(b) In the case of jointly-owned aircraft, the AMP should list the names of all pilot-
owners that are competent and designated to perform pilot-owner maintenance
(ref. ML.A.302(c)(6)). As an alternative, the AMP may contain a procedure to
ensure how such a list should be managed and kept current.
(c) An equivalent valid pilot-owner licence may be any document attesting a pilot
qualification recognised by the DGCA.
(d) Not holding a valid medical examination does not invalidate the pilot licence (or
equivalent) required under ML.A.803(a)(1) for the purpose of the pilot-owner
authorisation.

CAR-ML
SUBPART I – AIRWORTHINESS REVIEW CERTIFICATE

(‘ARC’)
ML.A.901 Aircraft airworthiness review
To ensure the validity of the aircraft airworthiness certificate (‘ARC’), an airworthiness

review of the aircraft and its continuing airworthiness records shall be carried out
periodically.
(a) An ARC is issued in accordance with Appendix IV (CA Form 15c) to this CAR upon
completion of a satisfactory airworthiness review. The ARC shall be valid for 1 year;
(b) The airworthiness review and the issuance of the ARC shall be performed by
the DGCA
(c)To carries out the airworthiness review and issues the ARC the owner shall provide
the DGCA with:
(1) the documentation required by the DGCA;
(2) suitable accommodation at the appropriate location for its personnel;
(3) when necessary, the support of appropriate certifying staff.
GM1 ML.A.901 Aircraft airworthiness review
Reserved
ML.A.902 Validity of the airworthiness review certificate
(a) An ARC becomes invalid if, alternatively:

(1) it is suspended or revoked;
(2) the airworthiness certificate is suspended or revoked;
(3) the lease agreement of the aircraft is not valid or aircraft is not in the aircraft
register of DGCA;
(4) the type certificate under which the airworthiness certificate was issued is
suspended or revoked.
(b) An aircraft shall not fly if the ARC is invalid or if any of the following circumstances
are present:
(1) the continuing airworthiness of the aircraft or any component fitted to the aircraft
does not meet the requirements of this CAR;
(2) the aircraft does not remain in conformity with the type design approved /
accepted by the DGCA;
(3) the aircraft has been operated beyond the limitations of the approved flight
manual or airworthiness certificate, without appropriate action being taken;

CAR-ML
(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;
(5) a modification or repair to the aircraft or any component fitted to the aircraft is
not in compliance with CAR-21.
(c) Upon surrender or revocation, the ARC shall be returned to the DGCA.
ML.A.903 Reserved
ML.A.904 Reserved
ML.A.905 Reserved
ML.A.906 Airworthiness review of aircraft imported into the Country
(a) When importing an aircraft, the applicant shall:

(1) apply to the DGCA for the issuance of a new certificate of airworthiness and
ARC;
(2) have all maintenance carried out to comply with the approved AMP.
(b) The owner shall allow access to the aircraft for inspection by the DGCA.
(c) A airworthiness certificate shall be issued by the DGCA.
Note: Further requirements related to issue of C of A and ARC is detailed in CAR
Section 2 Series F Part III.
ML.A.907 Findings
(a) Findings are categorised as follows:

(1) A Level 1 finding is any finding of significant non-compliance with the
requirements of this CAR which lowers the safety standard and seriously
endangers flight safety.
(2) A Level 2 finding is any finding of non-compliance with the requirements of this
CAR which may lower the safety standard and may endanger flight safety.
(b) After receipt of notification of findings. the person or organisation, having
responsibilities pursuant to point ML.A.201, shall define and demonstrate to the
DGCA within a period agreed with this authority a corrective action plan, aimed at
preventing reoccurrence of the finding and its root cause.
(Vikram Dev Dutt)

Director General of Civil Aviation

CAR-ML
SECTION B – PROCEDURES FOR DGCA
Refer Airworthiness Procedures Manual

CAR-ML
APPENDICES to CAR- ML

CAR-ML
Appendix I - Continuing-airworthiness management

contract
(a) When an owner contracts in accordance with point ML.A.201 a CAMO or CAO to
carry out continuing airworthiness management tasks, upon request by the DGCA,
a copy of the contract signed by both parties shall be sent by the owner to the DGCA
.
(b)The contract shall be developed taking into account the requirements of this CAR
and shall define the obligations of the signatories in relation to the continuing
airworthiness of the aircraft.
(c) It shall contain, as a minimum the following information:
(1) the aircraft registration, type and serial number;
(2) the aircraft owner's or registered lessee's name or company details including the
address;
(3) details of the contracted CAMO or CAO, including the address;
(4) the type of operation.
(d) It shall state the following:
‘The owner entrusts the CAMO or CAO with the management of the continuing
airworthiness of the aircraft, the development and approval of a maintenance
programme by DGCA, and the organisation of the maintenance of the aircraft
according to said maintenance programme.
According to the present contract, both signatories undertake to follow the

respective obligations of this contract.
The owner declares, to the best of its knowledge, that all the information given to
the CAMO or CAO 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 CAMO or CAO.
In case of any non-conformity with this contract, by either of the signatories, the
contract 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 inform the DGCA within 2 weeks about the termination of the contract.’
(e) When an owner contracts a CAMO or CAO in accordance with point ML.A.201, the
obligations of each party shall be assigned as follows:
(1) Obligations of CAMO or CAO:
(i) have the aircraft type included in its terms of approval;
(ii) respect all the conditions listed below with regard to maintaining the
continuing airworthiness of the aircraft:
(A) develop the AMP for the aircraft and present; to DGCA for approval

CAR-ML
(B) once it has been approved, provide the owner with a copy of the AMP, as
well as a copy of the justifications for any deviations from the DAH's
recommendations;
(C) organise a bridging inspection using the aircraft's prior AMP;
(D) organise that all maintenance is carried out by an approved maintenance
organisation or, if permitted, by independent certifying staff;
(E) organise that all applicable ADs are applied;
(F) organise that all defects discovered during maintenance, airworthiness
reviews or reported by the owner are corrected by an approved
maintenance organisation or, if permitted, by independent certifying staff;
(G) coordinate scheduled maintenance, the application of ADs, the
replacement of service-life-limited parts, and component inspection
requirements;
(H) inform the owner each time the aircraft must be brought to an approved
maintenance organisation or, if permitted, to independent certifying staff;
(I) manage and archive all technical records;
(iii) organise the approval of any modification to the aircraft in accordance CAR
-21 before this modification is embodied;
(iv) organise the approval of any repair to the aircraft in accordance with CAR -
21 before this repair is carried out;
(v) inform the DGCA whenever the aircraft is not presented by the owner for
maintenance as requested by the contracted CAMO or CAO;
(vi) inform the DGCA whenever the present contract has not been respected;
(vii) ensure that the airworthiness review of the aircraft is carried out, when
necessary, and ensure that the ARC is issued;
(viii) send within 10 days a copy of any ARC issued or extended to the DGCA
(ix) carry out all occurrence reporting mandated by applicable regulations;
(x) inform the DGCA whenever the present contract is denounced by either
party.
(2) Obligations of the owner:
(i) have a general understanding of the AMP;
(ii) have a general understanding of this CAR;
(iii) present the aircraft for maintenance as directed by the contracted CAMO or
CAO;
(iv) not modify the aircraft without first consulting the contracted CAMO or CAO;
(v) inform the contracted CAMO or CAO of all maintenance exceptionally carried
out without the knowledge and control of the contracted CAMO or CAO;
(vi) report to the contracted CAMO or CAO through the logbook all defects found
during operations;
(vii) inform the DGCA whenever the present contract is denounced by either
party;
(viii) inform the DGCA and the contracted CAMO or CAO whenever the aircraft
is sold;
(ix) carry out all occurrence reporting mandated by applicable regulations;

CAR-ML
(x) inform on a regular basis the contracted CAMO or CAO about the aircraft
flying-hours and any other utilisation data, as agreed with the contracted
CAMO or CAO;
(xi) enter the CRS in the logbooks, as mentioned in point ML.A.803(c), when
performing pilot-owner maintenance;
(xii) inform the contracted CAMO or CAO no later than 30 days after completion
of any Pilot-owner maintenance task.

CAR-ML
Appendix II - Limited pilot-owner maintenance
In addition to the requirements laid down in this CAR, the pilot-owner shall comply with
the following basic principles before it carries out any maintenance task:
(a) Competence and responsibility
(1) The pilot-owner shall always be responsible for any maintenance he performs.
(2) The pilot-owner shall hold satisfactory level of competence to perform the task. It
is the responsibility of a pilot-owner to familiarise himself with the standard
maintenance practices for his aircraft and with the AMP.
(b) Tasks
The Pilot-owner may carry out simple visual inspections or operations to check the
airframe, engines, systems and components for general condition, obvious damage
and normal operation.
A maintenance task shall not be released by the pilot-owner if any of the following
conditions occurs:
(1) it is a critical maintenance task;
(2) it requires the removal of major components or a major assembly;
(3) it is carried out in compliance with an AD or an airworthiness limitation item (ALI)
unless specifically allowed in the AD or the ALI;
(4) it requires the use of special tools or calibrated tools (except for torque wrench and
crimping tool);
(5) it requires the use of test equipment or special testing (e.g. non-destructive testing
(NDT), system tests or operational checks for avionics equipment);
(6) it is composed of any unscheduled special inspections (e.g. heavy-landing check);
(7) it affects systems essential for the instrumental flight rules (IFR) operations;
(8) it is a complex maintenance task in accordance with Appendix III, or it is a
component maintenance task in accordance with point (a) or (b) of point ML.A.502;
(9) it is part of the 100-h/annual check
The criteria referred to in points (1) to (9) cannot be overridden by less restrictive
instructions issued in accordance with the AMP referred to in point ML.A.302.
Any task described in the aircraft flight manual (or other operational manuals), for
example preparing the aircraft for flight (assembling the sailplane wings, or performing
a pre flight inspection, or assembling a basket, burner, fuel cylinders and an envelope
combination for a balloon, etc.), is not considered a maintenance task and, therefore,
does not require a CRS. Nevertheless, the person assembling those parts is
responsible for ensuring that those parts are eligible for installation and in a
serviceable condition.
(c) Performance and records of the pilot-owner maintenance tasks

The maintenance data, as specified in point ML.A.401, must always be 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
CRS in accordance with point (d) of point ML.A.803.

CAR-ML
The pilot-owner must inform the contracted CAMO or CAO (if such contract exists)
about the completion of the pilot-owner maintenance tasks no later than 30 days after
completion of these tasks in accordance with point (a) of point ML.A.305.
AMC1 to Appendix II to CAR-ML — Limited pilot-owner maintenance
(a) The lists below specifies items that may 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 II to CAR-ML.
(b) 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 may not always
be adequately considered.
(c) Any other task meeting the requirements of Appendix II to CAR-ML may also be
performed by the pilot-owner.
(d) Therefore, the following lists are considered to meet the representative scope of
limited pilot-owner maintenance referred to in ML.A.803 and Appendix II to CAR-
ML:
(1) Part A applies to aeroplanes;

(2) Part B applies to rotorcraft;
(3) Part C applies to sailplanes and powered sailplanes; and
(4) Part D applies to balloons and airships.
(e) Inspection tasks/checks of any periodicity included in an approved maintenance

programme can be carried out provided that the specified tasks are compliant with
the basic principles of Appendix II to CAR-ML.
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 DAH to recommend
a schedule for each specific type of inspection/check.
For an inspection/check with the same periodicity for different aircraft, the content may
differ and in some cases, may be critically safety-related and need the use of special
tools or knowledge and thus, not qualify for pilot-owner maintenance. Therefore, the
maintenance carried out by the pilot-owner should not be generalised to specific
inspections such as of a 50-h, 100-h or 6-month periodicity.
The inspections to be carried out are limited to those areas and tasks listed in this
AMC to Appendix II; this allows flexibility in the development of the maintenance
programme and does not limit the inspection to certain specific periodic inspections.
A 50-h/6-month periodic inspection for a fixed-wing aeroplane as well as the 1-year
inspection for a glider may normally be eligible for pilot-owner maintenance

CAR-ML
TABLES
Note: Tasks in Part A or Part B marked with ‘**’ exclude IFR operations following pilot-
owner maintenance. For these aircraft to operate under IFR, these tasks should be
released by an appropriate certifying staff.
Part A — PILOT-OWNER MAINTENANCE TASKS FOR POWERED AIRCRAFT

(AEROPLANES)
ATA Area Task Aeroplanes
09 Towing Tow release unit and tow cable retraction mechanism Yes
— cleaning, lubrication and tow cable replacement
(including weak links)
Mirror — installation and replacement of mirrors Yes
11 Placards Placards, markings — installation and renewal of Yes
placards and markings required by the AFM and the
AMM
12 Servicing Those items not requiring a disassembly of other than Yes
non-structural items, such as cover plates, cowlings
and fairings — lubrication
20 Standard Safety wiring — replacement of defective safety Yes
practices wiring or cotter keys, excluding those in engine
controls, transmission controls and flight control
systems
Simple non-structural standard fasteners — Yes
replacement and adjustment, excluding the
replacement of receptacles and anchor nuts requiring
riveting
21 Air Replacement of flexible hoses and ducts Yes
conditioning
23 Communica Communication devices — remove and replace self- Yes**
tion contained, instrument-panel-mounted
communication devices with quick-disconnect
connectors, excluding IFR operations
24 Electrical Batteries — replacement and servicing Yes
power Wiring — repairing broken circuits in non-critical Yes
equipment, excluding ignition system, primary
generating system and required communication, as
well as navigation system and primary flight
instruments
Bonding — replacement of broken bonding cable Yes
Fuses — replacement using the correct rating Yes
25 Equipment Safety belts — replacement of safety belts and Yes

harnesses excluding belts fitted with airbag systems

CAR-ML

Seats — replacement of seats or seat parts not Yes
involving disassembly of any primary structure or
control system
Non-essential instruments and/or equipment — Yes
replacement of self-contained, instrument-panel-
mounted equipment with quick-disconnect
connectors
Oxygen system — replacement of portable oxygen Yes
bottles and systems in approved mountings,
excluding permanently installed bottles and systems
Emergency locator transmitter (ELT) — Yes
removal/reinstallation
27 Flight Removal or reinstallation of co-pilot control column Yes
controls and rudder pedals where design provides for quick
disconnect
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 Yes**
provided that this is a design feature with quick-
disconnect connectors, excluding IFR operations
Pitot-static system — simple sense and leak check, Yes**
excluding IFR operations
Drainage — drainage of water drainage traps or filters Yes**
within the pitot-static system, excluding IFR
operations
Instruments — checking of markings for legibility and Yes
that those readings are consistent with ambient
conditions
32 Landing Wheels — removal, replacement and servicing, Yes
gear including replacement of wheel bearings and
lubrication
Servicing — replenishment of hydraulic fluid Yes
Shock absorber — replacement of elastic cords or Yes
rubber dampers
Shock struts — replenishment of oil or air Yes
Skis — changing between wheel and ski landing gear Yes
Landing skids — replacement of landing skids and Yes
skid shoes
Wheel fairings (spats) — removal and reinstallation Yes
Mechanical brakes — adjustment of simple cable- Yes
operated systems
Brake — replacement of worn brake pads Yes
33 Lights Lights — replacement of internal and external bulbs, Yes
filaments, reflectors and lenses
34 Navigation Software — updating self-contained, instrument- Yes
panel-mounted software, excluding automated flight
control systems and transponders

CAR-ML

Navigation devices — removal and replacement of Yes**
self-contained, instrument-panel-mounted navigation
devices with quick-disconnect connectors, excluding
automated flight control systems, transponders,
primary flight control system and IFR operations
Self-contained data logger — installation, data Yes
restoration
51 Structure Fabric patches — simple patches extending over no Yes
more than one rib, and not requiring rib stitching or
removal of structural parts or control surfaces
Protective coating — application of preservative Yes
material or coatings where no disassembly of any
primary structure or operating system is involved
Surface finish — minor restoration (where no Yes
disassembly of any primary structure or operating
system is involved), including application of signal
coatings or thin foils as well as registration markings
Fairings — simple repairs to non-structural fairings Ye
and cover plates that do not change the contour
52 Doors and Doors — removal and reinstallation Yes
hatches
53 Fuselage Upholstery, furnishing — minor repairs that do not Yes
require disassembly of primary structure or operating
systems, or interfere with control systems
56 Windows Side windows — replacement if no riveting, bonding Yes
or any special process is required
61 Propeller Spinner — removal and reinstallation Yes
71 Power plant Cowling — removal and reinstallation not requiring Yes
installation removal of propeller or disconnection of flight controls
Induction system — inspection and replacement of Yes
induction air filter
72 Engine Chip detectors — removal, checking and Yes
reinstallation provided that the chip detector is of a
non-electrically-indicated self-sealing type
73 Engine fuel Strainer or filter elements — cleaning and/or Yes
replacement
Fuel — mixing of required oil into fuel Yes
74 Ignition Spark plugs — removal, cleaning, adjustment and Yes
reinstallation
75 Cooling Coolant — replenishment of coolant fluid Yes
77 Engine- Engine-indicating system — removal and Yes
indicating replacement of self-contained, instrument-panel-
system mounted indicators that have quick-release
connectors and do not employ direct reading
connections
79 Oil system Strainer or filter elements — cleaning and/or Yes
replacement
Oil — changing or replenishment of engine oil and Yes
gearbox fluid

CAR-ML
Part B — PILOT-OWNER MAINTENANCE TASKS FOR ROTORCRAFT

ATA Area Task Rotorcraft
11 Placards Placards, markings — installation and renewal of Yes

placards and markings required by the AFM and
the AMM
12 Servicing Fuel, oil, hydraulic, de-iced and windshield liquid Yes
replenishment
Those items not requiring a disassembly of other Yes
than non-structural items, such as cover plates,
cowlings and fairings — lubrication
20 Standard Safety wiring — replacement of defective safety Yes
practices wiring or cotter keys, excluding those in engine
controls, transmission controls and flight control
systems
Simple non-structural standard fasteners — Yes
replacement and adjustment, excluding latches as
well as the replacement of receptacles and anchor
nuts requiring riveting
21 Air conditioning Replacement of flexible hoses and ducts Yes
23 Communication Communication devices — removal and Yes**
mounted communication devices with quick-
24 Electrical power Batteries — replacement and servicing, excluding Yes**
servicing of Ni-Cd batteries and IFR operations
Wiring — repairing broken circuits in non-critical Yes
equipment, excluding ignition system, primary
generating system and required communication,
navigation system and primary flight instruments
Bonding — replacement of broken bonding cable, Yes
excluding bonding of rotating parts and flying
controls
Fuses — replacement using the correct rating Yes
25 Equipment Safety belts — replacement of safety belts and Yes
harnesses, excluding belts fitted with airbag
systems
Seats — replacement of seats or seat parts not Yes
involving disassembly of any primary structure or
control system, excluding flight crew seats
Removal/installation of emergency flotation gears Yes
with quick-disconnect connectors
Non-essential instruments and/or equipment — Yes

CAR-ML
mounted equipment with quick-disconnect

connectors
ELT — removal/reinstallation Yes
30 Protection from Windshield wiper replacement Yes

ice and rain
31 Instruments Instrument panel — removal and reinstallation Yes**
provided that it is a design feature with quick-
Pitot-static system — simple sense and leak Yes**
check, excluding IFR operations
Drainage — drainage of water drainage traps or Yes**
filters within the pitot-static system, excluding IFR
operations
Instruments — checking of markings for legibility Yes
and that those readings are consistent with
ambient conditions
32 Landing gear Wheels — removal, replacement and servicing, Yes
including replacement of wheel bearings and
lubrication
Replacement of skid wear shoes Yes
Fitting and removal of 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 Yes
bulbs, filaments, reflectors and lenses
34 Navigation Software — updating of self-contained, Yes
instrument-panel-mounted software, excluding
automated flight control systems and
transponders
Navigation devices — removal and replacement of Yes**
self-contained, instrument-panel-mounted
navigation devices with quick-disconnect
connectors, excluding automated flight control
systems, transponders, primary flight control
system and IFR operations
Self-contained data logger — installation, data Yes
restoration
51 Structure Protective coating — application of preservative Yes
material or coatings where no disassembly of any
primary structure or operating system is involved
Surface finish — minor restoration (where no Yes
disassembly of any primary structure or operating
system is involved, excluding intervention on main
and tail rotors), including application of signal
coatings or thin foils as well as registration
markings

CAR-ML
Fairings — simple repairs to non-structural fairings Yes

and cover plates that do not change the contour
52 Doors Doors — removal and reinstallation Yes
53 Fuselage Upholstery, furnishing — minor repairs that do not Yes
require disassembly of primary structure or
operating systems, or interfere with control
systems
56 Windows Side windows — replacement if no riveting, Yes
bonding or any special process is required
62 Main rotor Removal/installation of main-rotor blades Yes

(designed for removal where special tools are not
required, excluding tail-rotor blades), limited to
reinstallation of the same blades previously
removed in the original position
63 Transmission Chip detectors — removal, checking and Yes
65 replacement provided that the chip detector is of a
67 Flight control Removal or reinstallation of co-pilot cyclic and Yes
collective controls and yaw pedals where design
provides for quick disconnect
71 Power plant Cowlings — removal and refitment Yes
installation
72 Engine Chip detectors — removal, checking and Yes
reinstallation provided that the chip detector is of a
79 Oil system Filter elements — replacement, provided that the Yes
element is of the ‘spin on/off’ type
Oil — changing or replenishment of engine oil Yes
Part C — PILOT-OWNER MAINTENANCE TASKS FOR SAILPLANES AND

POWERED SAILPLANES
Abbreviations/acronyms applicable to this Part:

— n/a not applicable for this category;
— SP sailplane;
— SSPS self-sustained powered sailplane; and
— SLPS/TMG self-launching powered sailplane/touring motor glider.
ATA Area Task SP SSPS SLPS/

TMG
08 Weighing Recalculation, small changes of Yes Yes Yes
the trim plan without needing a
reweighing
09 Towing Tow release unit and tow cable Yes Yes Yes
retraction mechanism — cleaning,
lubrication and tow cable

CAR-ML

TMG
replacement (including weak
links)
Mirror — installation and Yes Yes Yes
replacement of mirrors
11 Placards Placards, markings — installation Yes Yes Yes
and renewal of placards and
markings required by the AFM
and the AMM
12 Servicing Those items not requiring a Yes Yes Yes
disassembly of other than non-
structural items, such as cover
plates, cowlings and fairings —
lubrication
20 Standard Safety wiring — replacement of Yes Yes Yes
practices defective safety wiring or cotter
keys, excluding those in engine
controls, transmission controls
and flight control systems
Simple non-structural standard Yes Yes Yes
fasteners — replacement and
adjustment, excluding the
replacement of receptacles and
anchor nuts requiring riveting
Free play — measurement of the Yes Yes Yes
free play in the control system and
the wing-to-fuselage attachment,
including minor adjustments by
simple means provided by the
manufacturer
21 Air conditioning Replacement of flexible hoses Yes Yes Yes
and ducts
23 Communication Communication devices — Yes Yes Yes
removal and replacement of self-
contained, instrument-panel-
mounted communication devices
with quick-disconnect connectors
24 Electrical power Batteries and solar panels — Yes Yes Yes
replacement and servicing
Wiring — installation of simple Yes Yes Yes
wiring connections to the existing
wiring for additional non-required
equipment, such as electric
variometers, flight computers, but
excluding required
communication, navigation
systems and engine wiring
Wiring — repairing of broken Yes Yes Yes
circuits in landing light and any

CAR-ML

TMG
other wiring for non-required
equipment, such as electrical
variometers or flight computers,
excluding ignition system, primary
generating system, required
communication and navigation
system, as well as primary flight
instruments
Bonding — replacement of broken Yes Yes Yes
bonding cable
Switches — this includes Yes Yes Yes
soldering and crimping of non-
required equipment, such as
electrical variometers or flight
computers, but excluding ignition
system, primary generating
system, required communication
and navigation system, as well as
primary flight instruments
Fuses — replacement using the Yes Yes Yes
correct rating
25 Equipment Safety belts — replacement of Yes Yes Yes
safety belt and harnesses
Seats — replacement of seats or Yes Yes Yes
seat parts not involving
disassembly of any primary
structure or control system
Non-essential instruments and/or Yes Yes Yes
equipment — replacement of self-
mounted equipment with quick-
disconnect connectors
Removal and installation of non- Yes Yes Yes
required instruments and/or
equipment
Wing wiper, cleaner — servicing, Yes Yes Yes
removal and reinstallation not
involving disassembly or
modification of any primary
structure and/or control
Static probes — removal or Yes Yes Yes
reinstallation of variometer static-
and-total-energy compensation
probes
Oxygen system — replacement of Yes Yes Yes
portable oxygen bottles and
systems in approved mountings,

CAR-ML

TMG
excluding permanently installed
bottles and systems
Air brake chute — installation and Yes Yes Yes
servicing
ELT — removal/reinstallation Yes Yes Yes
26 Fire protection Fire warning — replacement of n/a Yes Yes
sensors and indicators
27 Flight control Gap seals — installation and Yes Yes Yes
servicing if no complete flight
control removal is required
Control system — measurement Yes Yes Yes
of the control system travel
without removing the control
surfaces
Control cables — simple optical Yes Yes Yes
inspection for condition
Gas dampener — replacement of Yes Yes Yes
gas dampener in the control or air
brake system
Co-pilot stick and pedals — Yes Yes Yes
removal or reinstallation where
design provides for quick
disconnect
28 Fuel system Fuel lines — replacement of n/a Yes No
prefabricated fuel lines fitted with
self-sealing couplings
Fuel filter — cleaning and/or n/a Yes Yes
replacement
31 Instruments Instrument panel — removal and Yes Yes Yes
reinstallation provided that it is
equipped with quick disconnect,
excluding IFR operations
Pitot-static system — simple Yes Yes Yes
sense and leak check
Instrument panel vibration Yes Yes Yes
damper/shock absorbers —
replacement
Drainage — drainage of water Yes Yes Yes
drainage traps or filters within the
pitot-static system
Flexible tubes — replacement of Yes Yes Yes
damaged tubes
32 Landing gear Wheels — removal, replacement Yes Yes Yes
and servicing, including
replacement of wheel bearings
and lubrication

CAR-ML

TMG
Servicing — replenishment of Yes Yes Yes
hydraulic fluid
Shock absorber — replacement Yes Yes Yes
or servicing of elastic cords or
rubber dampers
Shock struts — replenishment of Yes Yes Yes
oil or air
Landing-gear doors — removal or Yes Yes Yes
reinstallation and repair including
operating straps
Skis — changing between wheel Yes Yes Yes
and ski landing gear
Skids — removal or reinstallation Yes Yes Yes
and servicing of main, wing and
tail skids
Wheel fairings (spats) — removal Yes Yes Yes
and reinstallation
Mechanical brakes — adjustment Yes Yes Yes
of simple cable-operated systems
Brake — replacement of worn Yes Yes Yes
brake pads
Springs — replacement of worn or Yes Yes Yes
aged springs
Gear warning — removal or Yes Yes Yes
reinstallation of simple gear-
warning systems
33 Lights Lights — replacement of internal n/a n/a Yes
and external bulbs, filaments,
reflectors and lenses
34 Navigation Software — updating of self- Yes Yes Yes
mounted software, excluding
automated flight control systems
and transponders, and including
update of non-required
instruments/equipment
Navigation devices — removal Yes Yes Yes
and replacement of self-
mounted navigation devices with
quick-disconnect connectors,
excluding automated flight control
systems, transponders, primary
flight control system
Self-contained data logger — Yes Yes Yes
installation, data restoration
51 Structure Fabric patches — simple patches Yes Yes Yes
extending over no more than one

CAR-ML

TMG
rib, and not requiring rib stitching
or removal of structural parts or
control surfaces
Protective coating — application Yes Yes Yes
of preservative material or
coatings where no disassembly of
any primary structure or operating
system is involved
Surface finish — minor restoration Yes Yes Yes
of paint or coating (where the
underlying primary structure is not
affected), including application of
signal
coatings or thin foils as well as
registration markings
Fairings — simple repairs to non- Yes Yes Yes
structural fairings and cover
plates that do not change the
contour
52 Doors Doors — removal and Yes Yes Yes
reinstallation
53 Fuselage Upholstery, furnishing — minor Yes Yes Yes
repairs which do not require
disassembly of primary structure
or operating systems, or interfere
with control systems
56 Windows Side windows — replacement if Yes Yes Yes
no riveting, bonding or any special
process is required
Canopies — removal and Yes Yes Yes
refitment
Gas dampener — replacement of Yes Yes Yes
canopy gas dampener
57 Wings Wing skids — removal or Yes Yes Yes
reinstallation and service of lower
wing skids or wing roller including
spring assembly
Water ballast — removal or Yes Yes Yes
reinstallation of flexible tanks
Turbulator and sealing tapes — Yes Yes Yes
removal or reinstallation of
approved sealing tapes and
turbulator tapes
61 Propeller Spinner — removal and n/a Yes Yes
reinstallation
71 Power plant Removal or installation of power n/a Yes No
installation plant unit including engine and
propeller

CAR-ML

TMG
Cowling — removal and n/a Yes Yes
reinstallation not requiring
removal of propeller or
disconnection of flight controls
Induction system — inspection n/a Yes Yes
and replacement of induction air
filter
72 Engine Chip detectors — removal, n/a Yes Yes
checking and reinstallation
provided that the chip detector is
of a non-electrically indicated self-
sealing type
73 Engine fuel Strainer or filter elements — n/a Yes Yes
cleaning and/or replacement
Fuel — mixing of required oil into n/a Yes Yes
fuel
74 Ignition Spark plugs — removal, cleaning, n/a Yes Yes
adjustment and reinstallation
75 Cooling Coolant — replenishment of n/a Yes Yes
coolant fluid
76 Engine controls Controls — minor adjustments of n/a Yes No
non-flight or propulsion controls
whose operation is not critical for
any flight phase
77 Engine- Engine-indicating system — n/a Yes Yes
indicating removal and replacement of self-
system contained instrument-panel-
mounted indicators that have
quick-release connectors and do
not employ direct reading
connections
79 Oil system Strainer or filter elements — n/a Yes Yes
cleaning and/or replacement
Oil — changing or replenishment n/a Yes Yes
of engine oil and gearbox fluid
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 Yes Yes NO

defined in, and in accordance with, the TC holder’s

CAR-ML

instructions) not requiring load tape repair or
replacement
(2) Nose line — replacement Yes n/a n/a
(3) Banners — fitment, replacement or repair (without Yes Yes Yes
sewing)
(4) Melting link (temperature flag) — replacement Yes Yes n/a
(5) Temperature transmitter and temperature Yes Yes n/a
indication cables — removal or reinstallation
(6) Crown line — replacement (where permanently No Yes n/a
attached to the crown ring)
(7) Scoop or skirt — replacement or repair (including Yes Yes n/a
fasteners)
B) BURNER
(8) Burner — cleaning and lubrication Yes Yes n/a

(9) Piezo igniters — adjustment Yes Yes n/a
(10) Burner jets — cleaning and replacement Yes Yes n/a
(11) Burner frame corner buffers — replacement or Yes Yes n/a
reinstallation
(12) Burner valves — adjustment of closing valve not Yes Yes n/a
requiring special tools or test equipment
(13) Burner hoses – replacement of O-rings in the Yes Yes n/a
inlet connection
(C) BASKET AND GONDOLA
14) Basket/gondola frame trim — repair or Yes Yes Yes

replacement
(15) Basket/gondola runners (including wheels) — Yes Yes Yes
repair or replacement
(16) External rope handles — repair Yes Yes Yes
(17) Seat covers, upholsteries and safety belts — Yes Yes Yes
replacement
(D) FUEL CYLINDER

(18) Liquid valve — replacement of O-rings in the Yes Yes No
outlet
(E) INSTRUMENTS AND EQUIPMENT
(19) Batteries — replacement of batteries for self- Yes Yes Yes

contained instruments and communication
equipment

CAR-ML

(20) Communication, navigation devices, instruments Yes Yes Yes
and/or equipment — removal and replacement of
self-contained, instrument-panel-mounted
communication devices with quick-disconnect
connectors
(F) ENGINES
22) Cleaning and lubrication not requiring Yes n/a n/a

disassembly of other than non-structural items, such
as cover plates, cowlings and fairings
(23) Cowling removal and refitment not requiring Yes n/a n/a
removal of the propeller
(23) Fuel and oil strainers and/or filter elements — Yes n/a n/a
removal, cleaning and/or replacement
(24) Batteries — replacement and servicing Yes n/a n/a
(excluding servicing of Ni-Cd batteries)
(25) Propeller spinner — removal and installation for Yes n/a n/a
inspection
(26) Power plant — removal or installation of power Yes n/a n/a
plant unit including engine and propeller
(27) Engine chip detectors — removal, checking and Yes n/a n/a
replacement
(28) Ignition spark plug — removal or installation and Yes n/a n/a
adjustment including gap clearance
(29) Coolant fluid — replenishment Yes n/a n/a
(30) Engine controls — minor adjustments of non- Yes n/a n/a
flight or propulsion controls whose operation is not
critical for any flight phase
(31) Engine instruments — removal and replacement Yes n/a n/a
(32) Lubrication oil — changing or replenishment of Yes n/a n/a
engine oil and gearbox fluid
(33) Fuel lines — replacement of prefabricated hoses Yes n/a n/a
with self-sealing couplings
(34) Air filters (if installed) — removal, cleaning and Yes n/a n/a
replacement

CAR-ML
Appendix III - Complex maintenance tasks not to be

released by the pilot-owner
All of the following constitutes the complex maintenance tasks which, according to
Appendix II, shall not be carried out by the pilot-owner. These tasks shall be released
either by CAO or by independent certifying staff:
(a) the modification, repair or replacement by riveting, bonding, laminating, or welding

of any of the following airframe parts:
(1) a box beam;
(2) a wing stringer or chord member;
(3) a spar;
(4) a spar flange;
(5) a member of a truss type beam;
(6) the web of a beam;
(7) a keel or chine member of a flying boat hull or a float;
(8) a corrugated sheet compression member in a wing or tail surface;
(9) a wing main rib;
(10) a wing or tail surface brace strut;
(11) an engine mount;
(12) a fuselage longeron or frame;
(13) a member of a side truss, horizontal truss or bulkhead;
(14) a seat support brace or bracket;
(15) a seat rail replacement;
(16) a landing-gear strut or brace strut;
(17) an axle;
(18) a wheel; and
(19) a ski or ski pedestal, excluding the replacement of a low-friction coating;
(b) the modification or repair of any of the following parts:
(1) aircraft skin or the skin of an aircraft float if the work requires the use of a
support, jig or fixture;
(2) aircraft skin that is subject to pressurisation loads if the damage to the skin
measures more than 15 cm (6 in.) in any direction;
(3) 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;
(4) any other structure not listed in point (a) that a manufacturer has identified as
primary structure in their maintenance manual, structural repair manual or
instructions for continuing airworthiness;
(c) the performance of all of the following maintenance on a piston engine:
(1) dismantling and subsequent reassembling of a piston engine other than:
(i) to obtain access to the piston/cylinder assemblies; or

CAR-ML
(ii) to remove the rear accessory cover to inspect and/or replace oil pump
assemblies, where such work does not involve the removal and refitment of
internal gears;
(2) dismantling and subsequent reassembling of reduction gears;
(3) 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;
(4) 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;
(d) the balancing of a propeller, except:
(1) for the certification of static balancing where required by the maintenance
manual; and
(2) dynamic balancing on installed propellers using electronic balancing equipment
where permitted by the maintenance manual or other approved airworthiness
data;
(e) Any additional task that requires:
(1)specialised tooling, equipment or facilities; or
(2) significant coordination procedures because of the extensive duration of the
tasks and the involvement of several persons.

CAR-ML
Appendix IV – Airworthiness Review Certificate - CA

Form 15c
AIRWORTHINESS REVIEW CERTIFICATE (ARC) (for aircraft complying with (CAR-

ML)
ARC reference: ………..

Pursuant to CAR-ML
DGCA India
hereby certifies that it has performed an airworthiness review in accordance with CAR-ML
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 review (*): ………………………………………………
Signed: ...................................................Authorisation No (if applicable): …….......................
1st Extension: the aircraft complies with the conditions of CAR-ML

Date of issue: ................................... Date of expiry: …………………………………………
Airframe flight Hours (FH) at date of issue (*): ………………………………………………

Signed: .....................................…… Authorisation No (if applicable):…………..................
2nd Extension: the aircraft complies with the conditions of CAR-ML

Date of issue: ..............................................Date of expiry: …………………………………….
Airframe flight hours (FH) at date of issue (*): ……………………………………………………..

Signed: .............................................. Authorisation No (if applicable):…………….................

CAR - ML Issue 1 Dated 31 July 2024

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CIVIL AVIATION REQUIREMENTS

Issue 1, 31st July 2024

SECTION A – TECHNICAL REQUIREMENTS .......................................................... 8

Issue 1, 31st July 2024 2

ML.A.402 PERFORMANCE OF MAINTENANCE .................................................. 47

SECTION B – PROCEDURES FOR DGCA .............................................................. 62

APPENDICES TO CAR- ML ...................................................................................... 63

Issue 1, 31st July 2024 3

CAR-145 and CAR-M contains regulations related to maintenance and continuing

Issue 1, 31st July 2024 4

Initial Issue (Revision 0) 31st July 2024

Issue 1, 31st July 2024 5

1) aeroplanes of 2 730 kg maximum take-off mass (MTOM) or less;

(2) 'maintenance organisation' means an organisation holding an approval issued

(i) Subpart F of CAR-M;

(i) the registered owner of the aircraft; or

(a) as required by the aircraft maintenance manual (AMM) or any other

Issue 1, 31st July 2024 6

i an aeroplane, sailplane or powered sailplane with a Maximum Take-off Mass

(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 2 000 kg or less

This CAR establishes common technical requirements and administrative procedures

(a) Registered in India; or

ML.3 Entry into Force

Approvals issued in accordance with CAR M Subpart F or CAR M Subpart G or CAR

Issue 1, 31st July 2024 7

SECTION A – TECHNICAL REQUIREMENTS

Issue 1, 31st July 2024 8

(c) Any person or organisation performing maintenance of aircraft and components

(e) For aircraft operated by commercial Approved Training Organisations (‘ATO’) or

(1) be approved as a CAMO or as a CAO for the management of the continuing

Issue 1, 31st July 2024 9

GM1 ML.A.201 Responsibilities

Maintenance By a maintenance organisation By a maintenance

Issue 1, 31st July 2024 10

Commercial Commercial Private aircraft

Maintenance By a maintenance organisation By a maintenance

Aircraft (other than balloons and sailplanes)

Commercial Commercial Private aircraft

Maintenance By a maintenance organisation By a maintenance

Issue 1, 31st July 2024 11

GM1 ML.A.201(e) Responsibilities

GM1 ML.A.201(f) Responsibilities

GM1 ML.A.201(h) Responsibilities

USE OF AIRCRAFT INCLUDED IN AN AOC FOR NON-COMMERCIAL

ML.A.202 Occurrence reporting

Issue 1, 31st July 2024 12

AMC1 ML.A.202 Occurrence reporting

Accountable persons or organisations should establish a liaison with the DAH to

Issue 1, 31st July 2024 13

SUBPART C - CONTINUING AIRWORTHINESS

ML.A.301 Continuing airworthiness tasks

The aircraft continuing airworthiness and the serviceability of operational and

(a) the accomplishment of pre-flight inspections;

MAINTENANCE CHECK FLIGHTS (MCFs)

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Note-2 :- Further requirements for test flight is detailed in CAR Section 2

Due to incomplete maintenance, it is advisable to open a new entry into the

After a successful MCF, the maintenance records should be completed, the

(3) After troubleshooting of a system on the ground, an MCF is proposed by the