AMC M.A.501 (a) 5(a) /AMC 145.A.42 (a)1 bis) refers to a declassification document issued by an organization in accordance with the terms of an existing bilateral agreement signed by the European Community. Such agreements are currently signed: In accordance with the terms of the bilateral agreement BETWEEN the EU and the United States (BASA) (see here), you can only import an engine with the status “rebuilt” in block 11 if it has been released by the original engine manufacturer on a form 8130-3 using blocks 13a to 13e. (left). THE AESA is not an approval authority and therefore does not issue licences. Part 66 licences are issued by the competent authorities of the EU Member States as well as by Switzerland, Norway, Iceland and Liechtenstein. The list of national aviation authorities and their contact details can be found here: easa.europa.eu/the-agency/member-states. In the context of this document, the remote audit is considered to be an audit performed using real-time video and audio communication tools to replace the physical presence of the auditor on site. When applying the “Remote Audit” concept, in addition to the general overview below, the particularities of each type of authorisation/consent should also be taken into account. The aircraft airworthiness registration system and, where applicable, the aircraft technical protocol system should duly record this Agreement and the date of entry into force. In all other cases and in the absence of application of Articles 64 or 65 of the basic Regulation, the organisation shall be managed by the competent national authority of the EASA Member State in whose territory the main seat of the organisation is situated. Therefore, requests for information (including on the application procedure) concerning those organisations should be addressed to the competent national authorities of the EASA Member States. They can contact them using the information available on easa.europa.eu/the-agency/member-states or consult their public websites if they have agreed, on a voluntary basis, to the publication of the lists of the organisations they manage.
Please note that none of the bilateral agreements between the EU and third countries (currently the US, Canada, Brazil and China) have maintenance licences in their scope. Please find an agreement with your company to list the maintenance tasks you can perform without compromising the safety of the aircraft. On the basis of M.A.302 (c), indirect approval may only be used if: – the aircraft is managed by a CAMO or if there is a limited contract between the owner and the CAMO for the development and approval of the AMP; – the aircraft operated by the OMB shall be registered in the Member State supervising that OMB (unless agreed between the competent authority of the AMP and the competent authority of the OMB). . . .