>>>I take it that by "Part M" you are referring toPart Manufacturer?
Can't see anywhere in European Law instructions for specific engine maintenance and repair. Lots of it in the Manufacturer's Maintenance, Overhaul and Repair manuals.<<<<
DFC
I don't know if you have seen any of the presentations made about the new regime, but you do seem not to have heard any of the 'horses mouth' stuff we have attended.
The new regime for continued airworthiness is designed to harmonise across EU, but with the local NAAs like the CAA acting as its representative. It is also responsible for sending back to EASA its 'cut' of the costs.
I have just spoken to my own maintenance organisation about next year, and although they have but in their application for approval, they still haven't heard back whether or not they have it. Yet since September they have been trying to get a straight answer from CAA and/or EASA as to what to do.
Some aircraft they have carried out a CofA on are to be moved to Annexe II or to a PFA permit very shortly, thus causing the owners undue expense.
As to my earlier point about being forced into the arms of a cartel, this has already happened to one friend. His maintenance organisation, which has been doing good work for him for years is no longer able to continue to operate to the new policy. He tried to register with the only approved outfit in the area, but they have turned him down - they have enough work with the aircraft based on their site to want to bother with anyone else.
If there is one thing that the UK does have, it is the requirement for an impact assessment of any proposed regulation. EASA does not require this, so when half the GA fleet stops operating because of this regulation there will undoubtedly be a gallic shrug from the French, who do it their own way, and from the CAA who will blame EASA.