Yes l agree with you
Blacksheep, and as you point out l know about AMOS, but it is the AMP which is the source document that drives you to replacing the part. It is up to each individual airline how this is achieved, by the use of AMOS, SRT's, work or record cards and so on.
As for the Form One, welcome to the problems that we face with these cert forms, l am told only a few statements can be used on a Form One.
One hopes that somewhere a CMM may be quoted, but this does not always happen.
The CMM should give the requirements of what is required for continued airworthiness and if not, then it can not be overhauled.
This is not always the case, try finding out what an U/C from an Airbus is overhauled in accordance with.
Also don't be 100% sure on an APU actuator being on condition, ETOPS requirements can come into play with old mod state actuators on some fleets.
So you can see nothing is ever just black and white, it is all about making our life difficult.
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