Actually it's not new. The EU decision is dated Nov 2003, but now it's also for private aircraft, classified as large aircraft. No big difference anymore to commercial aircraft.
There are also several "stand alone" CAMO in place, which have aren't part of a Part 145 organisation. I personally think that those organisations are taking care for the owner and not for the pocket of the maintenance facility.
Below part of the text of the EU decision.
M.A.708 Continuing airworthiness management
(a) All continuing airworthiness management shall be carried out according to the prescriptions of M.A Subpart C.
(b) For every aircraft managed, the approved continuing airworthiness management organisation shall:
1. develop and control a maintenance programme for the aircraft managed including any applicable reliability
programme,
2. present the aircraft maintenance programme and its amendments to the competent authority for approval and
provide a copy of the programme to the owner of non commercially operated aircraft,
3. manage the approval of modification and repairs,
4. ensure that all maintenance is carried out in accordance with the approved maintenance programme and
released in accordance with M.A. Subpart H,
5. ensure that all applicable airworthiness directives and operational directives with a continuing airworthiness
impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or reported are corrected by an appropriately
approved maintenance organisation,
7. ensure that the aircraft is taken to an appropriately approved maintenance organisation whenever necessary,
28.11.2003 EN Official Journal of the European Union L 315/15
8. coordinate scheduled maintenance, the application of airworthiness directives, the replacement of service life
limited parts, and component inspection to ensure the work is carried out properly,
9. manage and archive all continuing airworthiness records and/or operator's technical log.
10. ensure that the mass and balance statement reflects the current status of the aircraft.
(c) In the case of commercial air transport, when the operator is not appropriately approved to Part-145, the operator
shall establish a written maintenance contract between the operator and a Part-145 approved organisation or
another operator, detailing the functions specified under M.A.301-2, M.A.301-3, M.A.301-5 and M.A.301-6,
ensuring that all maintenance is ultimately carried out by a Part-145 approved maintenance organisation and
defining the support of the quality functions of M.A.712(b). The aircraft base, scheduled line maintenance and engine
maintenance contracts, together with all amendments, shall be approved by the competent authority. However, in
the case of:
1. an aircraft requiring unscheduled line maintenance, the contract may be in the form of individual work orders
addressed to the Part-145 maintenance organisation.
2. component maintenance, including engine maintenance, the contract as referred to in paragraph
Last edited by Fossy; 18th Feb 2009 at 13:15.