I don't know about SAS
'aveagoodknight - or any others who may have a their own network-wide station staff. For those who want to do everything themselves and bear the cost of keeping a whole station running to cover a few flights a day, that's their business.
Most operators though, would have a contract with a local Part 145 maintainer at outstations, or if the local maintainer isn't Part 145 approved, extend their own QA system to the local maintainer. If the overnighter example was U/s it would be fixed locally on a one time work order, as provided for under the contract. (Usually IATA SGHA). But that would cost extra. The ground handling contract for pre-flight and transit wouldn't cover the defect rectification which comes at extra cost.
As an example, our maintenance in Darwin, Brisbane, Perth and Sydney is done by Qantas on an IATA SGHA (1998) contract and under extension of our own quality system - i.e. their ground staff are trained on our type differences by our own Part 147 people and hold our company approval. Our QA audit each station annually. We wouldn't expect them to field an approved LAE to a transit unless there was a problem that needed a CRS and then we'd pay for his services. That's been more or less the way things have operated for many years now, around the world, and the introduction of EASA rules changed nothing much. Maybe its time for Oz to catch up with the rest of us?
