continuing airworthiness
Which is … whatever an inspection turns up 
I am confused. Under Part ML can one go slightly longer than 100 hours between Annuals?
Could say 120 hours be done under an “Adopted Deviation” if there were other mitigating factors such as 2 × 50 hour checks or other Pilot inspections?
Under Part ML can one go slightly longer than 100 hours between Annuals?
An Annual is an Annual, surely, unless you are on some SDMP and have put in 100hrs a year max in there (which would be dumb).
The bit I wrote earlier about ARC expiry bending an owner over a barrel was real but, as often, I can’t post the details without revealing stuff… It is obvious that if your plane ends up with an expired “Annual” and there is a dispute, you are totally on a hiding to nothing. The phrase one lawyer used when describing this situation was that your best option is to obtain a large jar of vaseline 
@Archer-181
You can extend it to 110 hrs or 13 months at most.
Unless the aircraft manufacturer states longer. The PC-12 as an example has the possibility to do 300 hrs between extensive checks(but you will still have some other small stuff popping up during those 300 hrs).
Airborne_Again wrote:
The Annual and the ARC are quite distinct things in Europe. In effect, the Annual is a 100 hr service that you have to do at least once a year. So if the aircraft flies more than 100 hrs/year there is no Annual.
A annual on a part 91 aircraft annual contains the same items to be inspected as the 100 hour, but must be performed by an A&P with Inspection Authorization (IA). A 100 hour may be performed by an A&P and unless it is signed off as an annual by an IA, does not meet the requirements in 91.409(a). Some aircraft, such as those used for flight training require that 100 hour inspections are accomplished. Often in my flight school, the 100 hour inspections were accomplished by staff A&P that did not have IA. For most individual aircraft owners operating under part 91 don’t require 100 hour inspections, even if it is a good idea, but they do require an annual inspection and a return to service within the previous 12 calendar months. An annual inspection does not have to indicate the aircraft is airworthy to satisfy the requirement for an annual inspection. If the aircraft is not airworthy, it can signed off by the IA, with a written list of discrepancies provided to the owner. The discrepancies do not have to be kept in the logbook. Subsequent to the annual, the owner can decide what discrepancies are airworthiness issues required by regulations to be fixed and contract with the IA or another A&P to return the aircraft to service. Any repairs have to be logged by the person authorized to return the aircraft to service, in some cases this can be the owner of the aircraft if the discrepancy is defined as preventive maintenance, but typically it is accomplished by an A&P or the IA. Technically it is a violation of the regulations if an IA performs an inspection and refuses to sign off the annual. The IA or any A&P also must sign off any maintenance performed and an airworthy signature only applies to the maintenance work performed and not to the overall airworthiness of the aircraft. 91.405 makes it the aircraft owner’s responsibility to make sure that they obtain all required log entries for return to service. So if a SB does not have an AD associated with it or there isn’t an FAA approved maintenance manual limitation based on a part or component life time, or the discrepancy is cosmetic only, example a tear in the upholstery, the discrepancy does not need to be accomplished as it does not effect airworthiness.
