Maintenance and Manufacturing Staff Instructions (MSI) No. 16

Subject: Number: MSI 16
Small Operator Maintenance Control Manual Revision No: 2
  Number of Pages: 12
File No: AARP-5009-3-16 Issue Date: February 28, 2003

1. Purpose

1.1 To promulgate guidance material regarding the Small Operator Maintenance Control Manual (SOMCM), which was developed for small operators who do not wish to develop their own system and procedures. The SOMCM concept is intended solely for operators who purchase maintenance services from Approved Maintenance Organizations (AMOs).

2. Background

2.1 Several air operators have expressed the opinion that the relatively small size of their operation does not warrant the development of an elaborate system to control the maintenance of their aircraft.

3. Procedures

3.1 To assist operators, the SOMCM may be used as a means of meeting the Maintenance Control Manual requirements of CAR 406.38 and CAR 706.08. For the purposes of this document and the small operator's MCM, a "small operator" is one that is operating three or fewer aircraft, none of which are turbine powered or have a MTOW greater than 5700 kg. The small operators are free to adopt the Transport Canada MCM or to develop their own. Those operators who wish to deviate from the procedures outlined in this document shall develop an MCM containing alternative procedures and submit it for approval in accordance with CAR 406.38 or CAR 706.08.

3.2 Appended to this MSI at Appendix A, is explanatory material regarding the use of the SOMCM. At Appendix B is a example of a typical evaluation program checklist. The sample evaluation program checklist is intended to be used, as a companion document to the SOMCM, by Flight Training Units and Air Operators as guidance material in developing an evaluation program specific to their operation. (References: CAR 406.47 and CAR 706.07) It should be noted that the procedures contained in this sample are generic. This example is intended to be edited to suit the individual needs of the operator, therefore operators are responsible to ensure that their evaluation program accurately reflects the operation.

4. Effective Date

4.1 This instruction comes into effect immediately.

5. HQ Contact

5.1 The responsible officer indicated below may be contacted for information regarding this MSI:

Marcel Payant, AARPE
Aircraft Maintenance & Manufacturing Branch.
Phone: (613) 946-6122
Fax: (613) 952-3298

D.B. Sherritt
Director, Maintenance and Manufacturing

Appendix A

Explanation of Small Operator Maintenance Control Manual

This is intended to give added information with respect to the use of the SOMCM and provide guidance on the data that must be entered on the SOMCM.

Wherever possible, the Canadian Aviation Regulations (CARs) specify desired objectives rather than giving detailed instructions. Nowhere is this more evident than in the requirements for Flight Training Unit and Air Operator Maintenance Control Manuals. Each operator must have an MCM that outlines the operator's system for controlling aircraft maintenance. The CARs specify the contents of the MCM as a series of topics. Typical topics include the means of identifying and controlling recurring defects, the technical dispatch procedures, and the operator's internal evaluation system. Operators therefore must develop their own procedures to meet each objective and submit them to Transport Canada for approval. The approved manual then becomes the reference standard for company operations and for future Transport Canada audits.

The MCM system has proved to be extremely effective. It allows operators to find the most efficient means of managing their maintenance, while at the same time providing Transport Canada with an objective tool for assessing the operator's compliance with safety requirements. However, the system has drawbacks for some operators of small, relatively simple, aircraft. The similarity of these aircraft and of their operations tends to limit the scope of available options for maintenance control. Furthermore, few small operators have the luxury of a full time maintenance specialist. The person responsible for maintenance is often a working pilot, with neither the time nor the expertise to devise new methods of maintenance control. Under these circumstances, the trend has been for small operators to copy each other's manuals, simply plugging in the basic information relating to company name, aircraft type, etc. This not only defeats the initial intent of having an MCM tailored to the unique circumstances of the operator, it may also lead to the use of procedures that are more appropriate to a larger organization. MCMs adopted in this manner can be unduly complex and of little value as controlling documents. The operator then typically comes to see the MCM, not as a practical tool, but as a necessary evil to satisfy Transport Canada.

Transport Canada's Aircraft Maintenance & Manufacturing Branch has taken the view that, if operators are going to adopt an existing MCM anyway, it might as well be one that is optimized for their general circumstances. As a service to operators, the branch has developed a simple, standardized MCM for small aircraft fleets. (For this purpose, a small fleet is defined as one with three or fewer small, piston-powered aircraft). Under each of the required topic headings, the procedures described in this generic manual represent the simplest means of meeting the desired objective, consistent with a wide range of circumstances. The manual is extremely brief, consisting of a single 11"x all the information needed to control the maintenance for this type of operation.

To use the manual, the operator simply enters the name and description of the company; the aircraft operated; the maintenance schedules used; and the identity of the person responsible for the control of aircraft maintenance (identified herein as the Maintenance Manager). The manual may then be submitted for approval. Since Transport Canada is already familiar with the MCM procedures, approval should be relatively straightforward. It is merely necessary for the Civil Aviation Safety Inspector concerned to verify that there are no unusual circumstances that would invalidate the manual for use by the particular operator. (While the manual should be fine for most operations, it might not be suitable for those that involve special equipment or unusual operating roles, or for cases where the aircraft are widely dispersed for extended periods.) The Civil Aviation Safety Inspector must also assess the qualifications of the Maintenance Manager against the criteria specified in the applicable standards. (To allow for substitutions during periods of temporary absence, the operator may submit more than one name for qualification).

The SOMCM is an all-or-nothing proposition. Apart from changes to company information, no amendments are permitted. This restriction is necessary to achieve the benefits mentioned above. The manual can be regarded as Transport Canada's suggested means of fulfilling the requirements of the CAR's. Operators are under no compulsion to adopt the document, and are still free to create their own maintenance control manual from scratch if they wish. If they find the Transport Canada manual generally satisfactory, but are unable to use it because some of the procedures are inappropriate to their circumstances, they can base a customized manual on the Transport Canada version, substituting their own procedures for the unsuitable ones. Because a manual developed in this way will include much of the original "boiler plate" text, its approval should still be easier than drafting a totally new document.

The SOMCM is intended exclusively for small operators with fleets of three or fewer aircraft. Therefore, it is unlikely that the manual's scope will be extended to larger or more complex aircraft types.

There is no plan to provide a similar service for small AMOs. Because of the much wider range of circumstances involved, it is unlikely that a single document could cover enough maintenance organizations to be worthwhile. Nevertheless, there are benefits for AMOs whose customers use the manual, because of the standardization of procedures, some of which directly involve the AMO. These areas of joint involvement include the recurring defect control system and the evaluation program, for example. AMOs who have customers in the target group should therefore take a good look at the manual, and consider advising their clients to adopt it.

The SOMCM is available in either English or French, free of charge, from Transport Canada Centres.

Explanatory Material


  1. The requirement for a list of effective pages is met, as pages 1-2-3-4 are always effective and no amendments are allowed, other than to sections 1,2 and 3. If a change to the pre-printed text is required it will be done by reissue of the document.
  2. The requirement for a table of contents is met, as effectively the document contents are always the same, only the information provided one page one is changeable and then only by a reissue of the entire document.
  3. The Policy Development Division of the Maintenance and Manufacturing Branch will undertake to review the SOMCM whenever the CARs are amended (currently four times yearly). Should changes be required, the document will be amended accordingly. It is Transport Canada's responsibility to keep the SOMCM current. In the unlikely event a change has taken place with the CARs, but not with the SOMCM, the CARs take precedence. It is for that reason the statement "In case of conflict between this manual and the CARs, the CARs will prevail." was included in the SOMCM under the approval heading.



Self explanatory.



The identification of the maintenance schedule should be limited to the original schedule identifier. The use of the latest amendment number would result in having to reissue the SOMCM for each amendment to the pertinent original maintenance schedule.



When an operator elects to use the SOMCM and has it approved, the document in effect becomes a signed contract with Transport Canada on how he will conduct the maintenance activities within his organization. The following statement signifies this, "This document specifies the operator's means of compliance with the Canadian Aviation Regulations (CARs)." Moreover, failure to comply with the procedures outlined in this SOMCM may result in suspension of the operator certificate, the aircraft certificates of airworthiness, or both.

In case of conflict between the manual and the CARs, the CARs will prevail. The manual is in some instances more restrictive than the CARs. Operators who wish to take advantage of those CARs that are more liberal than the SOMCM provides, should develop their own manuals and seek approval for them in the normal way.



There are two approved copies of the SOMCM, the one retained by Transport Canada and the one retained by the operator. Following approval of the document the maintenance manager may make additional photocopies as required. He shall ensure that the latest copy (signified by the date approved) is provided to all persons performing maintenance on the operator's aircraft, to those authorized to request maintenance, and all flight crew members. Photocopies are considered uncontrolled copies and are not subject to further approval by TC. Upon receipt of an approved reissue of the manual, the maintenance manager shall ensure that the previously approved copy and all photocopies are either destroyed, or marked as superseded.



Pursuant to CAR 706.03, the person appointed as being responsible for the maintenance of the air operator's aircraft must demonstrate competence by complying with Standard 726.03. Persons appointed pursuant to CAR 406.36 must meet the requirements of Standard 426.36. In cases of temporary absence, the duties of the maintenance manager may be assigned in writing to another person for periods of up to 30 days. These competency requirements are applicable to the person assigned to replace the maintenance manager, therefore the interim maintenance manager shall meet the CAR 406 or 706 requirements for the position as applicable. Longer assignments will require a change to the information recorded in Section 1, hence a reissue of the SOMCM. Therefore, it would be to the advantage of the air operator and the flight training unit to have a second person demonstrate competence in order to readily act as a replacement during the absence of the maintenance manager.

The maintenance manager is responsible for planning and control of all maintenance activities, consequently he shall have access to all applicable technical and regulatory publications necessary to perform these duties. These requirements may be met by means of contractual arrangements, thus making available to the manager publications owned or held by others. If contractual arrangements are not available, the operators must purchase the pertinent publications. In either case the maintenance manager shall ensure that those publications are kept up to date.



Reference: CAR 605.92, CAR 605.94, CAR 605.95, STD 625.93 and STD 625.96
aircraft journey log.

Anytime maintenance activities are completed on an aircraft, the person who performed the maintenance must enter details of that maintenance in the applicable technical records for the aircraft. Immediately upon finding a defect on an aircraft, the person who discovered the defect shall enter details of the event in the applicable technical records. If the event occurs between scheduled maintenance checks, the entries shall be made in the aircraft journey log.



Reference: CAR 605.86, STD 625.86 and TP 13094

As indicated in the SOMCM, the aircraft identified in section 2 shall be maintained in accordance with the approved maintenance schedule applicable to the aircraft type as required by the CAR 605.86. Maintenance Schedules are discussed in TP 13094 titled Maintenance Schedule Approval Policy and Procedures Manual and associated appendices. This document provides guidance to headquarters, regional and industry personnel in the development and approval of aircraft maintenance schedules, including some, but not all, of the means by which such schedules can be amended. It is incumbent upon the operator to be familiar with its contents.

The use of tolerances to scheduled maintenance task intervals is permitted only when the checks set out in the Maintenance Schedule, or supporting documents, cannot be complied with due to circumstances that could not reasonably have been foreseen by the operator. However, before use of any tolerance, the maintenance manager shall ensure the aircraft is inspected to the degree necessary to ensure that it is in a satisfactory condition to operate for the period of the tolerance, and make an entry to that effect in the journey logbook. Use of Tolerances is discussed in TP 13094 Maintenance Schedule Approval Policy and Procedures Manual.



Reference: CAR 605.85, CAR 706.10, STD 625 Appendix A, STD 726.02 and STD 726.08

Standard 625 - Aircraft Equipment and Maintenance Standard, Appendix A, states that if a task is not listed in Appendix A, it is not elementary work. Elementary tasks that are undertaken by persons authorized to perform them, must be individually listed in the operator's maintenance control manual and or operational manual as applicable, along with a reference to the training accomplished. Operators may list these tasks in a separate document from the SOMCM, this document shall be titled "Elementary Work Tasks" and should accompany the SOMCM.

Elementary work is a form of maintenance that is not subject to a maintenance release. Hence, it need not be performed by a holder of an AME licence, or by a person working under an AMO certificate. Operators must ensure that all elementary work and servicing is performed in accordance with the procedures and practices and recommended by the manufacturer of the aircraft. Maintenance managers are also responsible for controlling authorizations to persons who may perform elementary work, and maintaining a list of persons and elementary work tasks they are authorized to perform. The performance of all tasks designated as elementary work shall be entered in the journey log, pursuant to CAR 571.03 - Recording of Maintenance and Elementary Work.



Reference: CAR 593, CAR 605.84, STD 625.84 and STD 625 Appendix H

The purpose of an AD is to provide notification of unsafe conditions, non-conformity with the basis of certification and other conditions affecting the airworthiness of the aircraft. ADs mandate actions to ensure the continued safe operation of an aeronautical product, and they may prohibit flight until corrective action is carried out. Operators may from time to time require an AMO to assist them in interpreting airworthiness directives, to determine their applicability and identify the correct course of action to take. Although the operator may seek technical assistance in this regard, he may not delegate the overall responsibility for AD compliance to the AMO. Ultimately, it is the maintenance manager who must ensure that the operator's aircraft are in compliance with all applicable airworthiness directives and other mandatory maintenance requirements.



Reference: CAR 406.47, STD 426.47, CAR 706.07 and STD 726.07

The evaluation program is the cornerstone of the operator's safety system. It is the maintenance manager's responsibility to assess the organization's health by conducting evaluations, to ensure the effectiveness of the maintenance control system. An initial complete evaluation of the organization is to be accomplished within the first six months of operation, and a regular verification of the maintenance system repeated at intervals not greater than twelve months. Changes in these elements may affect the overall maintenance system, the training program or the aircraft maintenance schedules.

Evaluations can be enhanced by the use of check lists that take into account operating procedures, operational and environmental conditions, organizational structure, maintenance schedules, record keeping, and the Canadian Aviation Regulations (a sample checklist is provided in Appendix B of this MSI).

Evaluations may be done in conjunction with an associated AMO. They must cover all technical activities of the organization, and ensure that all systems, procedures and schedules are satisfactory and continue to meet requirements. The reviews must include an assessment of all defects reported during the period, to identify any negative trends in aircraft performance or reliability. Where deficiencies are discovered, they shall be recorded along with a copy of the checklist. Both short and long term corrective action will be taken in regards to known deficiencies.

Follow-up reviews must be instituted to ensure that all corrective actions were effective. Where the deficiencies recorded relate to the performance of maintenance, details of the deficiencies must be communicated to the applicable AMO, for input into the AMO's quality assurance system. A record must be kept of all evaluations, corrective and follow-up actions including any decisions taken.

Upon receipt of recommendations issued by the aircraft, engine, propeller and component manufacturers, which may be in form of service bulletins or equivalent documents, the maintenance manager must review those recommendations and make the determination of whether compliance is appropriate. When necessary, he may obtain technical advice from an AMO with a rating applicable to the operator's aircraft. He must keep a record of each decision made. All records required by this section shall be retained for not less than six years.



Reference: CAR 406.41, STD 426.41, CAR 605.08, CAR 605.09, CAR 605.10, STD 625.08, STD 625.09, STD 625.10, CAR 706.05, STD 726.05

Except as provided in CAR 605.09 Unserviceable and Removed Equipment - Aircraft with a Minimum Equipment List, or CAR 605.10 Unserviceable and Removed Equipment - Aircraft without a Minimum Equipment List, as applicable, it is the maintenance managers responsibility to ensure that all defects are rectified before further flight of the aircraft.

Maintenance managers must ensure that aircraft having outstanding defects are operated in accordance with following procedures: Where a Minimum Equipment List equipment may be inoperative, those limits apply. Where the MEL does not specify time limits, or where no MEL is in place, subject to CAR 605.10, the aircraft may be operated during the first 72 hours (calendar time) following discovery of a defect, at the discretion of the pilot in command.

After 72 hours has elapsed, aircraft with outstanding defects may not be operated without the written authorization of the maintenance manager, which must be recorded in the aircraft journey log. The maintenance manager may seek the advice of the contracted AMO when and where necessary, in order that an informed decision can be made. However, at no time may he delegate the overall responsibility to the AMO. The journey log entry shall specify the reason(s) for the deferral and the latest date by which the defect(s) must be corrected. Where the authorization to operate the aircraft for longer than 72 hours is given remotely (e.g. by telephone) the manager must keep a record of the authorization, and identify the authorization by assigning it a control number. The person making the journey log entry must quote that number when entering details of the authorization. No defect rectification may be deferred for longer than 30 days.



Reference: CAR 706.05 and STD 726.05

The maintenance manager must review the aircraft technical records to identify any recurring defects. These reviews are to be accomplished at intervals not exceeding one month. Any defect that has occurred three times or more within the past month or the past 15 flight segments (whichever period is the shortest) must be reported to an AMO as a recurring defect. AMOs correcting recurring defects must carry out a complete investigation of the affected system(s), taking into consideration all previous occurrences of the defect and the actions taken to correct them. The journey log entry for rectification of the defect must indicate that a recurring defect investigation has been carried out.



Reference: CAR 591, STD 591, CAR 406.42, CAR 706.14 and STD 726.14




Reference: CAR 406.40, CAR 706.06 and STD 726.06

The aircraft journey log is to be used for controlling aircraft technical dispatch. Prior to each flight of the aircraft, the pilot in command must consult the journey log, noting when the next scheduled maintenance is due, and take note of any outstanding defects, to determine whether the flight may take place. If any doubt exists as to the time remaining to the next scheduled maintenance task(s), or the concerning any deferred maintenance, the pilot in command shall consult with the maintenance manager and the contracted AMO as required. The final decision to accept an aircraft for any particular flight shall be the responsibility of the pilot in command.

The maintenance manager must ensure that all items of deferred maintenance other than those recorded in the current page of the aircraft journey log, are entered on a list of deferred maintenance items attached to the front page of the aircraft journey log. Immediately following completion of any item of scheduled maintenance specified in the approved maintenance schedule, applicable airworthiness directive or other mandatory requirement, the maintenance manager shall review the aircraft technical records to determine the date, air time, or operating cycles when the next scheduled maintenance activity will become due, and make an entry to that effect in the journey log, and on the attached page in front of the aircraft journey log.






Reference: CAR 406.45, STD 426.45; CAR 706.12 and STD 726.12

All employees are to receive initial and update training as part of the overall training program. This is to ensure that adequate training is implemented, and that personnel are properly trained in their areas of responsibility. Operators must address this requirement in their program. The program must include training on the Canadian Aviation Regulations; operator's procedures, servicing and elementary work tasks and human factors issues related to the scope of work.

The training program must also take into account the findings of the evaluation program, thereby providing feedback into the training program, ensuring the program's effectiveness. Flight crew members must be trained in aircraft servicing procedures for the aircraft types they are authorized to fly. This training shall include refueling, oiling, de-icing, pre-flight inspection and aircraft ground handling.

Prior to being authorized to perform any servicing or elementary work by the maintenance manager, personnel must have successfully completed initial training. Personnel must perform each elementary work task under the direct supervision of an AME, prior to being authorized to perform the task unsupervised. Update training must be scheduled and carried out on a three-year cycle. The table lists the minimum training to be completed within each three year period by persons authorized to perform servicing or elementary work. This table has been developed as the minimum baseline for small operators. Operators may provide more training than indicated, but not less. Details of the tasks authorized and the training undertaken by each employee shall be recorded on the individual's personnel record. The maintenance manager shall retain all personnel records for at least three years after the last entry. Each employee will receive a transcript of his or her training upon completion of the training.



Reference: CAR 605.92, CAR 605.94 Schedule I, and STD 571 Appendix C


Appendix B

This is an example intended to be used as a companion document to the Small Operator Maintenance Control Manual. It is suggested as guidance material when developing an evaluation program specific to the particular operation of the flight training unit or air operator.

How do I identify ongoing tasks?

The day to day occurrences that may affect your maintenance system or schedule are ongoing tasks. The Maintenance Control Manual may have sections that deal with ongoing requirements (day to day) as listed below:

For updating of aircraft maintenance schedules

  • Review of manufacturers Service Bulletins, maintenance manual revisions, Airworthiness Directives etc.
  • Operating experience/environment/aircraft configuration/mod status
  • Recurring defects/reliability program/addition of new aircraft/dispatch system
  • Monitoring programs, i.e. Time Before Overhaul development

For updating of company maintenance systems

  • Revisions/updating of scheduled maintenance tracking system
  • Updating of technical and regulatory publications
  • Defect reporting/rectification/deferral system
  • Changes to regulations or standards
  • Human factors and human performance

What do I do next?

Review the sections in the Maintenance Control Manual that are on going tasks to ensure that evaluation of received information and aircraft requirements takes place and updating of the maintenance system/schedule occurs.

How do I accomplish the "verification" part of the evaluation program?

The Maintenance Control Manual describes details of when and how you are going to verify that your maintenance system is working (it's like an audit). A yes/no checklist can be developed using the section title and subheadings as listed in the company Maintenance Control Manual as a guide. Use the guide and your Maintenance Control Manual to verify that all the tasks listed in the Maintenance Control Manual occur as they are described and when they are to occur. The responses on the checklist must be recorded.

What if I find something wrong during verification?

Record these findings on your checklist. Identify and write down the "cause" and "corrective action(s)" for the problem. Carry out the corrective action.

When identifying the cause of a problem, examples of one time or sporadic events may well be human errors that can be corrected by providing additional training. Examples of recurring problems (i.e. trends) usually indicate system problems requiring a change or further development of that system in order to eliminate recurrence of the problem. Additional training may also be considered.

Who will do the evaluation?

The person responsible for maintenance will ensure that the evaluation program is carried out in conjunction with the contract AMO. All evaluation program records must be available to the Certificate Holder (company owner) and must be retained for 6 years.


Answer all questions Yes or No. Any "No" answer must be transferred to part 2 for further action.

1. Description of organization:
(a) Is the information in this section correct?  Y / N
2. Distribution of the document:
(b) Do the necessary persons have a copy of the manual?  Y / N
(c) Are all copies up to date?  Y / N
3. Approval:
(a) Is the information in this section correct?  Y / N
4. Distribution control:
(a) Any changes in sections 1 to 3 reflected in the manuals held by others?  Y / N
5. Maintenance manager's responsibilities:
(a) Is the maintenance manager familiar with his responsibilities?  Y / N
(b) Does the maintenance manager have access to all necessary regulatory and technical documents?  Y / N
(c) Are all regulatory and technical documents up to date?  Y / N
6. Aircraft technical records:
(a) Are all defects and maintenance being entered in the appropriate technical records?  Y / N
(b) Are all journey log entries being transcribed into the applicable technical record within 30 days?  Y / N
7. Maintenance schedule:
(a) Are all company aircraft being maintained in accordance with the approved maintenance schedule?  Y / N
(b) Have Manufactures Publications been reviewed for possible changes to the maintenance schedule?  Y / N
8. Elementary work a nd servicing:
(a) Is all elementary work and servicing on company aircraft being done by persons who are trained?  Y / N
(b) Is all elementary work on company aircraft being done by persons who are authorized by the company?  Y / N
9. Airworthiness directives:
(a) Are all company aircraft in compliance with all applicable Airworthiness Directives?  Y / N
(b) Have all ADs received since the last evaluation been reviewed to determine if they are applicable?  Y / N
10. Evaluation program:
(a) Has an evaluation been carried out in the last 12 months?  Y / N
(b) Have all technical records been reviewed with the responsible AMO?  Y / N
(c) Have all evaluations been recorded?  Y / N
11. Deferred maintenance:  
(a) Is the maintenance being deferred in accordance with section 12 of the MCM and in the applicable section of the Company Operations Manual?  Y / N
(b) Is the maintenance manager deferring maintenance in writing?  Y / N
(c) Are all deferred maintenance actions being rectified within 30 days?  Y / N
12. Recurring defects:
(a) Have the aircraft technical records been reviewed to detect any recurring defects? Y / N
13. Service difficulty reporting:
(a) Have any the necessary service difficulty reports been submitted? Y / N
14. Technical dispatch:  
(a) Are all deferred maintenance actions entered on the list at the front of the aircraft journey log? Y / N
(b) Are entries being made in the aircraft journey log to indicate the next maintenance activity required? Y / N
15. Parts and material:  
(a) Are all parts and materials used to perform elementary work under the control of maintenance manager?  Y / N
(b) Are all fuel, oil, lubricants and cleaning materials kept in closed, clearly marked containers?  Y / N
(c) Are fueling and quality assurance records up to date and accurate?  Y / N
16. Training program:  
(a) Have all employees received initial and/or update training and human factors training
appropriate to their duties? 
Y / N
(b) Have personnel who do elementary work performed these tasks under the supervision of an AME?  Y / N
(c) Has the maintenance manager authorized personnel who perform elementary work?  Y / N
(d) Have the training requirements of the MCM been met within the last 3 years?  Y / N
(e) Are the details of training and authorizations on file and up to date?  Y / N
(f) Have any findings from the evaluation program, including any related human factors and human
performance issues been reflected in the training requirements? 
Y / N
17. Weight and balance:
(a) Are the details of the empty weight and balance and center of gravity aboard all A/C?  Y / N
(b) Are they current, accurate and complete?  Y / N
(c) Is there an equipment list with the Weight and Balance?  Y / N
(d) Has a copy been retained on file?  Y / N
18. Maintenance arrangements:
(a) Is all maintenance being performed by an appropriately rated AMO?  Y / N
(b) Has all maintenance performed been authorized in the form of a contract purchase order or letter?  Y / N
19. Flight authorities:
(a) Is the maintenance manager aware of his responsibilities for flight authorities?  Y / N



Carry forward any "No" answers from Part 1, complete Part 2, all corrective actions should indicate an anticipated completion date.

Section Finding Cause Corrective Action

Completed by: ______________________ Date______________