If you are a maintenance organisation (Part 145), when it comes to the revision status of the manuals and in general, maintenance data to be used for the work, there are two simple options:

  1. you are in full control of the maintenance data, which means that (for example) you have subscribed to the update service from the TCHs (i.e. Boeing or Airbus),
  2. you  are not in control of the maintenance data, which means that they are instead provided by your customers (an operator, a CAMO).

In the first case, where you commit to be in control of the maintenance data, you are obliged to use updated maintenance data (the last revision). And you are even obliged to explain in your MOE (MRO Manual) how do you ensure that this is always done.
This is because you are just a Part 145 Organisation and you do not have the right to decide whether an old revision of certain manual can be used for the aircraft/component maintenance.

In the second case, when your customer provides you with the maintenance data that it also controls, you can instead use the manuals from the customer regardless the revision status, as long as one of the following conditions is fulfilled:

  • The customer provide you with a written confirmation that the maintenance data provided to you are up to dated, which is the case that you are still using the last revision status,
  • The customer work order refers to a revision status (whatever) that is the same revision status of the documents that you have received from the customer in order to carry out the work. In this case, being the customer covered by a CAMO (which is the sole responsible for the airworthiness of the aircraft), you may use an old revision status that the customer has somehow agreed to be used with its responsible authority,
  • you are listed into a maintenance data amendment list of your customer.

If you fulfil any of the above three options in the bullet points, you are not obliged to explain how the maintenance data are kept up too dated within your maintenance organisation.

This is what is explained in the EASA requirement 145.A.45(g).