See EASA FAQ n. 19102.

If the TCH includes in its ICAs instructions for the calculation of the next completion, these should be followed. 

If not, the date of the next completion will be the expiry date prior to the extension or as agreed with the authority, the final decision must be made by the extension approver. 

For Part-ML regulated aircraft, the situation is different when the 1 month tolerance in ML.A.302(d) applies, the following interval will be calculated from the date of compliance (see ML.A.302(d)(1) and AMC1 ML.A.302(d)).

EASA Response:

If the Authority responsible for the approval of the aircraft maintenance programme remains the same, i.e. the authority of the State of registry of the aircraft, the CAMO may continue to use the programme, unless the programme needs to be modified due to changing operating environments, operation, utilisation, etc.

EASA's response:

1. Appendix B:
   • When the programme is based on the DAH ICAs, Appendix B is to include the additional tasks to those ICAs. In case it is based on an IPM Appendix B is used to include:
     • Certain tasks of the DAH ICAs (e.g. maintenance due to components with limiting life).
     • Other supplementary tasks (e.g. due to aircraft operation).

The intervals in the right hand column should be as defined in the AMP.

We must differentiate whether the aircraft in question is Part-M or Part-ML affected, therefore:

A) For Part M affected aircraft requiring EASA approval (see following table with all possibilities):

Answers:

Normally, this note is included by the manufacturer in the repository document, Maintenance Planning Document, a basic tool for the operator to draw up the maintenance programme.

It usually refers to regulations or legal requirements, usually non-aeronautical, i.e. industrial or occupational safety requirements at European or national level.

Examples could be: inspection intervals of pressurised gas cylinders, buoyancy of lifejackets, expiry of certain capabilities related to heat protection, impact, ingestion of harmful gases, etc.

A properly developed maintenance programme should not contain inconsistencies in the performance of tasks required for airframe and engine continuing airworthiness.

One of the characteristics of a proper maintenance programme is its adaptation to operating times and shutdowns in order to carry out scheduled maintenance without impairing continued airworthiness.

The CAMO Party does not impose a “basic” or “generic” maintenance program; however, in Chapter 1.2 of the CAME the organisation must describe how it will develop the aircraft maintenance program (AMP). 

The Part-CAMO is based more on performance than the former part M Subpart G, the organisation has to demonstrate that it is competent for the work to be done. Certain elements such as the “IT tool” for AMP or the experience of staff with AMP can contribute to this goal.

M.A.302(a) states that the maintenance of each aircraft shall be carried out in accordance with an aircraft maintenance programme.

The same aircraft, operated by the same operator and with the same type of operation may be included in the same maintenance programme.

The maintenance programme for a particular aircraft may have specific or particular tasks or modified in both content and interval of completion as a consequence of repairs, modifications carried out on that aircraft or inspection results. This is a certain type of "customisation" or particularisation.