Easy Access Rules for Continuing Airworthiness (Regulation (EU) No 1321/2014)

ED Decision 2020/002/R

SUFFICIENT PERSONNEL

(a)This GM on the determination of the required personnel is limited to the performance of certification and oversight tasks, excluding any personnel who are required to perform tasks that are subject to any national regulatory requirements.

(b)The elements to be considered when determining who are the required personnel and planning their availability may be divided into quantitative and qualitative elements:

(1)Quantitative elements:

(i)the estimated number of initial certificates to be issued;

(ii)the number of organisations to be certified by the competent authority; and

(iii) the estimated number of subcontracted organisations used by certified organisations.

(2)Qualitative elements:

(i)the size, nature, and complexity of the activities of certified organisations, taking into account:

(A)the privileges of each organisation;

(B)the types of approval and the scope of approval;

(C)possible certification to industry standards;

(D)the number of personnel; and

(E)the organisational structure and the existence of subsidiaries;

(ii)the safety priorities identified;

(iii)the results of past oversight activities, including audits, inspections and reviews, in terms of risks and regulatory compliance, taking into account:

(A)the number and the level of findings;

(B)the time frame for implementation of corrective actions; and

(C)the maturity of the management systems implemented by organisations, and their ability to effectively manage safety risks; and

(iv)the size and complexity of the Member State’s aviation industry, and the potential growth of activities in the field of civil aviation, which may be an indication of the number of new applications and changes to existing certificates to be expected.

(c)Based on the existing data from previous oversight planning cycles, and taking into account the situation within the Member State’s aviation industry, the competent authority may estimate:

(1)the standard working time required for processing applications for new certificates;

(2)the number of new certificates to be issued for each planning period; and

(3)the number of changes to existing certificates to be processed for each planning period.

(d)In line with the competent authority’s oversight policy, the following planning data should be determined:

(1)the standard number of audits to be performed per oversight planning cycle;

(2)the standard duration of each audit;

(3)the standard working time for audit preparation, on-site audit, reporting, and follow-up, per inspector;

(4)the standard number of unannounced inspections to be performed;

(5)the standard duration of inspections, including preparation, reporting, and follow-up, per inspector; and

(6)the minimum number and the required qualification of the inspectors for each audit/inspection.

(e)The standard working time could be expressed either in working hours per inspector, or in working days per inspector. All planning calculations should then be based on the same unit (hours or working days).

(f)It is recommended that the competent authority use a spreadsheet application to process the data defined under (c) and (d), to assist in determining the total number of working hours/days per oversight planning cycle required for certification, oversight and enforcement activities. This application could also serve as a basis for implementing a system for planning the availability of personnel.

(g)The number of working hours/days per planning period for each qualified inspector that may be allocated for certification, oversight and enforcement activities should be determined, taking into account:

(1)purely administrative tasks that are not directly related to certification and oversight;

(2)training;

(3)participation in other projects;

(4)planned absence; and

(5)the need to include a reserve for unplanned tasks or unforeseeable events.

(h)The determination of the working time available for certification, oversight and enforcement activities should also consider, as applicable:

(1)the use of qualified entities;

(2)cooperation with other competent authorities for approvals that involve more than one Member State; and

(3)oversight activities under a bilateral aviation safety agreement.

(i)Based on the elements listed above, the competent authority should be able to:

(1)monitor the dates when audits and inspections are due, and when they were carried out;

(2)implement a system to plan the availability of personnel; and

(3)identify possible gaps between the number and qualification of personnel and the required volume of certification and oversight.

Care should be taken to keep planning data up to date in line with changes in the underlying planning assumptions, with particular focus on risk-based oversight principles.

ED Decision 2020/002/R

QUALIFICATION AND TRAINING — GENERAL

(a)It is essential for the competent authority to have the full capability to adequately assess the compliance and performance of an organisation by ensuring that the whole range of activities is assessed by appropriately qualified personnel.

(b)For each inspector, the competent authority should:

(1) define the competencies required to perform the allocated certification and oversight tasks;

(2) define the associated minimum qualifications that are required;

(3) establish initial and recurrent training programmes in order to maintain and to enhance the competency of inspectors at the level that is necessary to perform the allocated tasks; and

(4) ensure that the training provided meets the established standards, and is regularly reviewed and updated whenever necessary.

(c)The competent authority may provide training through its own training organisation with qualified trainers, or through another qualified training source.

(d)If training is not provided through an internal training organisation, adequately experienced and qualified persons may act as trainers, provided that their training skills have been assessed. If required, an individual training plan should be established that covers specific training skills. Records should be kept of such training, and of the assessment, as appropriate.

ED Decision 2020/002/R

QUALIFICATION AND TRAINING — INSPECTORS

(a)Competent authority inspectors should have:

(1)practical experience and expertise in the application of aviation safety standards and safe operating practices;

(2)comprehensive knowledge of:

(a)the relevant parts of the implementing rules, certification specifications and guidance material;

(b)the competent authority’s procedures;

(c)the rights and obligations of an inspector;

(d)safety management systems based on the EU management system requirements (including compliance monitoring) and ICAO Annex 19;

(e)continuing airworthiness management including maintenance programme development and control;

(f)operational procedures that affect the continuing airworthiness management of the aircraft or its maintenance; and

(g)maintenance-related HF and human performance principles;

(3)training on auditing techniques and assessing and evaluating management systems and safety risk management processes.

(4)5 years of relevant work experience for them to be allowed to work independently as inspectors. This may include experience gained during training to obtain the qualification mentioned below in point (a)(5);

(5)a relevant engineering degree or an aircraft maintenance technician qualification with additional education. ‘Relevant engineering degree’ refers to an engineering degree from aeronautical, mechanical, electrical, electronic, avionic or other studies that are relevant to the maintenance and continuing airworthiness of aircraft/aircraft components;

(6)knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These courses should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation.

‘Relevant sample’ means that these courses should cover typical aircraft and aircraft systems that are within the scope of work; and

(7)knowledge of maintenance standards, including fuel tank safety (FTS) training as described in Appendix III to AMC4 CAMO.A.305(g).

(b)In addition to technical competency, inspectors should have a high degree of integrity, be impartial in carrying out their tasks, be tactful, and have a good understanding of human nature.

(c)A programme for recurrent training should be developed that ensures that the inspectors remain competent to perform their allocated tasks. As a general policy, it is not desirable for the inspectors to obtain technical qualifications from those entities that are under their direct regulatory oversight.

ED Decision 2020/002/R

INITIAL AND RECURRENT TRAINING — INSPECTORS

(a)Initial training programme:

The initial training programme for inspectors should include, as appropriate to their role, current knowledge, experience and skills in at least all of the following:

(1)aviation legislation, organisation, and structure;

(2)the Chicago Convention, the relevant ICAO Annexes and Documents;

(3)Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation;

(4)overview of Regulation (EU) 2018/1139, its delegated and implementing acts and the related AMC, CS, and GM;

(5)Regulation (EU) No 1321/2014 as well as any other applicable requirements;

(6)management systems, including the assessment of the effectiveness of a management system, in particular hazard identification and risk assessment, and non-punitive reporting techniques in the context of the implementation of a ‘just culture’;

(7)auditing techniques;

(8)procedures of the competent authority that are relevant to the inspectors’ tasks;

(9)HF principles;

(10)the rights and obligations of inspecting personnel of the competent authority;

(11)on-the-job training that is relevant to the inspector’s tasks; and

(12)technical training, including training on aircraft-specific subjects, that is appropriate to the role and tasks of the inspector, in particular for those areas that require approvals.

NOTE: The duration of the on-the-job training should take into account the scope and complexity of the inspector’s tasks. The competent authority should assess whether the required competency has been achieved before an inspector is authorised to perform a task without supervision.

(b)Recurrent training programme

Once qualified, the inspector should undergo training periodically, as well as whenever deemed necessary by the competent authority, in order to remain competent to perform the allocated tasks. The recurrent training programme for inspectors should include, as appropriate to their role, at least the following topics:

(1)changes in aviation legislation, the operational environment and technologies;

(2)procedures of the competent authority that are relevant to the inspector’s tasks;

(3)technical training, including training on aircraft-specific subjects, that is appropriate to the role and tasks of the inspector; and

(4)results from past oversight.

(c)An assessment of an inspector’s competency should take place at regular intervals that do not exceed 3 years. The results of these assessments, as well as any actions taken following the assessments, should be recorded.

ED Decision 2020/002/R

SAFETY RISK MANAGEMENT PROCESS

(a)The safety risk management process required by point CAMO.B.200 should be documented. The following should be defined in the related documentation:

(1)means for hazard identification, and the related data sources, taking into account data that comes from other competent authorities with which the competent authority interfaces in the State, or from the competent authorities of other Member States;

(2)risk management steps including:

(i) analysis (in terms of the probability and the severity of the consequences of hazards and occurrences);

(ii) assessment (in terms of tolerability); and

(iii) control (in terms of mitigation) of risks to an acceptable level;

(3)who holds the responsibilities for hazard identification and risk management;

(4)who holds the responsibilities for the follow-up of risk mitigation actions;

(5)the levels of management who have the authority to make decisions regarding the tolerability of risks;

(6)means to assess the effectiveness of risk mitigation actions; and

(7)the link with the compliance monitoring function.

(b)To demonstrate that the safety risk management process is operational, competent authorities should be able to provide evidence that:

(1)the persons involved in internal safety risk management activities are properly trained;

(2)hazards that could impact the authority’s capabilities to perform its tasks and discharge its responsibilities have been identified and the related risk assessment is documented;

(3)regular meetings take place at appropriate levels of management of the competent authority to discuss the risks identified, and to decide on the tolerability of risks and possible risk mitigations;

(4)in addition to the initial hazard identification exercise, the risk management process is triggered as a minimum whenever changes occur that may affect the competent authority’s capability to perform any of the tasks required by Part-CAMO;

(5)a record of the actions taken to mitigate risks is maintained, showing the status of each action and the owner of the action;

(6)there is a follow-up on the implementation of all risk mitigation actions;

(7)risk mitigation actions are assessed for their effectiveness; and

(8)the results of risk assessments are periodically reviewed to check whether they remain relevant. (Are the assumptions still valid? Is there new information?).

ED Decision 2020/002/R

SAFETY RISK MANAGEMENT PROCESS

The purpose of safety risk management as part of the management system framework for competent authorities is to ensure the effectiveness of the management system. As for any organisation, hazard identification and risk management is expected to contribute to effective decision-making, to guide the allocation of resources and contribute to organisational success.

The safety risk management process required by point CAMO.B.200 is intended to address the safety risks that are directly related to the competent authority’s organisation and processes, and which may affect its capability to perform its tasks and discharge its responsibilities. This process is not intended to be a substitute for the State safety risk management SARPs defined in ICAO Annex 19, Chapter 3, component 3.3. This does not mean, however, that the competent authority may not use information and data that is obtained through its State Safety Programme (SSP), including oversight data and information, for the purpose of safety risk management as part of its management system.

The safety risk management process is also to be applied to the management of changes (CAMO.B.210), which is intended to ensure that the management system remains effective whenever changes occur.

ED Decision 2020/002/R

PROCEDURES TO BE MADE AVAILABLE TO THE AGENCY

(a)Copies of the procedures related to the competent authority’s management system, and their amendments, that should be made available to the Agency for the purpose of standardisation, should provide at least the following information:

(1)the competent authority’s organisational structure for the continuing oversight functions that it undertakes, with a description of the main processes. This information should demonstrate the allocation of responsibilities within the competent authority, and that the competent authority is capable of carrying out the full range of tasks for the size and complexity of the Member State’s aviation industry. It should also consider the overall proficiency and the scope of authorisation of the competent authority’s personnel;

(2)for personnel who are involved in oversight activities, the minimum required professional qualification and amount of experience, and the principles that are used to guide their appointment (e.g. assessment);

(3)how the following are carried out: assessments of applications and evaluations of compliance, the issuing of certificates, continuing oversight activities, the follow-up of findings, enforcement measures and the resolution of safety concerns;

(4)the principles used for the management of exemptions and derogations;

(5)the processes that are in place to distribute the applicable safety information to enable a timely reaction to a safety problem;

(6)the criteria for planning continuing oversight activities (i.e. oversight programme), including the management of interfaces when conducting continuing oversight activities (of air operations and of continuing airworthiness management, for example); and

(7)an outline of the initial training of newly recruited oversight personnel (taking future activities into account), and the basic framework for the recurrent training of oversight personnel.

(b)As part of the continuous monitoring of a competent authority, the Agency may request details of the working methods used, in addition to a copy of the procedures of the competent authority’s management system (and any amendments). These additional details are the procedures and the related guidance material that describe the working methods for the personnel of the competent authority who conduct oversight activities.

(c)Information related to the competent authority’s management system may be submitted in an electronic format.

Regulation (EU) 2023/203

(a)Tasks related to the initial certification, or continuing oversight of persons, or organisations subject to Regulation (EU) 2018/1139 and its delegated and implementing acts may be allocated by Member States only to qualified entities. When allocating tasks, the competent authority shall ensure that it has:

(1)put a system in place to initially and continuously assess that the qualified entity complies with Annex VI ‘Essential requirements for qualified entities’ to Regulation (EU) 2018/1139. This system and the results of the assessments shall be documented;

(2)established a documented agreement with the qualified entity, approved by both parties at the appropriate management level, which clearly defines:

(i)the tasks to be performed;

(ii)the declarations, reports, and records to be provided;

(iii)the technical conditions to be met in performing such tasks;

(iv)the related liability coverage;

(v)the protection given to information acquired in carrying out such tasks.

(b)The competent authority shall ensure that the internal audit process and safety risk management process required by point (a)(5) of point CAMO.B.200 covers all certification, or continuing oversight tasks performed on its behalf.

(c)With regard to the certification and oversight of the organisation’s compliance with point CAMO.A.200A, the competent authority may allocate tasks to qualified entities in accordance with point (a), or to any relevant authority responsible for information security or cybersecurity within the Member State. When allocating tasks, the competent authority shall ensure that:

(1)all aspects related to aviation safety are coordinated and taken into account by the qualified entity or relevant authority;

(2)the results of the certification and oversight activities performed by the qualified entity or relevant authority are integrated in the overall certification and oversight files of the organisation;

(3)its own information security management system established in accordance with point CAMO.B.200(e) covers all the certification and continuing oversight tasks performed on its behalf.

[Applicable from 22 February 2026 – Regulation (EU) 2023/203]

ED Decision 2023/010/R

[Applicable until 21 February 2026 – ED Decision 2020/002/R]

GM1 CAMO.B.205 Allocation of tasks

[Applicable from 22 February 2026 – Regulation (EU) 2023/203]

CERTIFICATION TASKS

The tasks that may be performed by a qualified entity on behalf of the competent authority include those that are related to the initial certification and to the continuing oversight of persons and organisations as defined in Regulation (EU) No 1321/2014.

Regulation (EU) 2019/1383

(a)The competent authority shall have a system in place to identify changes that affect its capability to perform its tasks and discharge its responsibilities as defined in Regulation (EU) 2018/1139 and its delegated and implementing acts. This system shall enable it to take action as appropriate to ensure that its management system remains adequate and effective.

(b)The competent authority shall update its management system to reflect any change to Regulation (EU) 2018/1139 and its delegated and implementing acts in a timely manner, so as to ensure effective implementation.

(c)The competent authority shall notify the Agency of changes affecting its capability to perform its tasks and discharge its responsibilities as defined in Regulation (EU) 2018/1139 and its delegated and implementing acts.

Regulation (EU) 2019/1383

(a)The competent authority shall establish a system of record-keeping that allows adequate storage, accessibility, and reliable traceability of:

(1)the management system’s documented policies and procedures;

(2)training, qualification, and authorisation of its personnel;

(3)the allocation of tasks, covering the elements required by point CAMO.B.205, as well as the details of tasks allocated;

(4)certification processes and continuing oversight of certified organisations, including:

(i)the application for an organisation certificate;

(ii)the competent authority’s continuing oversight programme, including all assessment, audit and inspection records;

(iii) the organisation certificate, including any changes thereto;

(iv) a copy of the oversight programme listing the dates when audits are due and when audits were carried out;

(v)copies of all formal correspondence;

(vi) details of findings, corrective actions, date of action closure, any exemption and enforcement actions;

(vii)any assessment, audit and inspection reports issued by another competent authority pursuant to point (d) of point CAMO.B.300;

(viii) copies of all organisation CAMEs or manuals and amendments thereto;

(ix)copies of any other document approved by the competent authority;

(5)the evaluation and notification to the Agency of alternative means of compliance proposed by organisations, and the assessment of alternative means of compliance used by the competent authority itself;

(6)safety information and follow-up measures in accordance with point CAMO.B.125;

(7)the use of flexibility provisions in accordance with Regulation (EU) 2018/1139 and its delegated and implementing acts.

(b)The competent authority shall maintain a list of all organisation certificates it issued.

(c)All records referred to in points (a) and (b) shall be kept for a minimum period of 5 years subject to applicable data protection law.

(d)All records referred to in points (a) and (b) shall be made available upon request to a competent authority of another Member State or the Agency.

ED Decision 2020/002/R

GENERAL

(a)The record-keeping system should ensure that all records are accessible within a reasonable time whenever they are needed. These records should be organised in a manner that ensures their traceability and retrievability throughout the required retention period.

(b)All records that contain sensitive data regarding applicants or organisations should be stored in a secure manner with controlled access to ensure confidentiality.

(c)Records should be kept in paper form or in electronic format or a combination of the two. Records that are stored on microfilm or optical discs are also acceptable. The records should remain legible and accessible throughout the required retention period. The retention period starts when the record is created.

(d)Paper systems should use robust material which can withstand normal handling and filing. Computer record systems should have at least one backup system, which should be updated within 24 hours of any new entry. Computer record systems should include safeguards against any unauthorised personnel from altering the data.

(e)All computer hardware that is used to ensure the backup of data should be stored in a different location from the one that contains the working data, and in an environment that ensures that the data remains in a good condition. When hardware or software changes take place, special care should be taken to ensure that all the necessary data continues to be accessible throughout at least the full period specified in point CAMO.B.220(c).

ED Decision 2020/002/R

COMPETENT AUTHORITY MANAGEMENT SYSTEM

Records that are related to the competent authority’s management system should include, as a minimum, and as applicable:

(a)the documented policies and procedures;

(b)the personnel files of the competent authority’s personnel, with the supporting documents related to their training and qualifications;

(c)the results of the competent authority’s internal audit and safety risk management processes, including audit findings, and corrective, preventive and risk mitigation actions; and

(d)the contract(s) established with any qualified entities that perform certification or oversight tasks on behalf of the competent authority.

ED Decision 2020/002/R

REQUEST BY A COMPETENT AUTHORITY OF ANOTHER MEMBER STATE OR THE AGENCY

The cases, when records shall be made available should be limited to:

•incidents or accidents;

•findings through the aircraft continuing airworthiness monitoring (ACAM) programme where organisations approved by another competent authority are involved, to determine the root cause;

•aircraft mainly operated in another Member State;

•aircraft previously operated in another Member State;

•organisations having approvals in several Member States.

When records are requested from another Member State, the reason for the request should be clearly stated. The records can be made available by sending a copy or by allowing their consultation.

Regulation (EU) 2023/203

(a)The competent authority shall verify:

(1)compliance with the requirements applicable to organisations prior to the issue of an organisation certificate, as applicable;

(2)continued compliance with the applicable requirements of organisations it has certified;

(3)implementation of appropriate safety measures mandated by the competent authority as defined in points (c) and (d) of point CAMO.B.135.

(b)This verification shall:

(1)be supported by documentation specifically intended to provide personnel responsible for safety oversight with guidance to perform their functions;

(2)provide the organisations concerned with the results of safety oversight activity;

(3)be based on assessments, audits and inspections, including unannounced inspections;

(4)provide the competent authority with the evidence needed in case further action is required, including the measures provided for in point CAMO.B.350 ‘Findings and corrective actions’.

(c)The scope of oversight defined in points (a) and (b) shall take into account the results of past oversight activities and the safety priorities.

(d)Where organisation facilities are located in more than one State, the competent authority as defined in point CAMO.A.105 may agree to have oversight tasks performed by the competent authority(ies) of the Member State(s) where facilities are located, or by the Agency for facilities located in a third country. Any organisation subject to such agreement shall be informed of its existence and of its scope.

(e)For oversight performed at facilities located in another State, the competent authority as defined in point CAMO.A.105 shall inform the competent authority of such State, or the Agency for facilities of organisations having their principal place of business in a third country, before performing any on-site audit or inspection of such facilities.

(f)The competent authority shall collect and process any information deemed useful for oversight, including for unannounced inspections.

(g)When a contract is concluded in accordance with point M.A.201(ea) of Annex I (Part-M), the competent authority responsible for the oversight of the CAMO and the competent authorities responsible for the oversight of the operators concerned shall cooperate to ensure the exchange of information which is relevant for the performance of their tasks. This cooperation shall include the exchange of information on results of the oversight activities performed by those competent authorities and may include the performance of oversight tasks on the CAMO by the competent authorities responsible for the operators.

(g)With regard to the certification and oversight of the organisation’s compliance with point CAMO.A.200A, in addition to complying with points (a) to (f), the competent authority shall review any approval granted under point IS.I.OR.200(e) of this Regulation or point IS.D.OR.200(e) of Delegated Regulation (EU) 2022/1645 following the applicable oversight audit cycle and whenever changes are implemented in the scope of work of the organisation.

[Applicable from 22 February 2026 – Regulation (EU) 2023/203]

ED Decision 2020/002/R

MANAGEMENT SYSTEM ASSESSMENT

As part of the initial certification of an organisation, the competent authority should assess the organisation’s management system and processes to make sure that all the required enablers of a functioning management system are present and suitable.

As part of its continuing oversight activities, the competent authority should verify that the required enablers remain present and operational, and assess the effectiveness of the organisation’s management system and processes.

When significant changes take place in the organisation, the competent authority should determine whether there is a need to review the existing assessment to ensure that it is still appropriate.

ED Decision 2022/017/R

MANAGEMENT SYSTEM MATURITY LEVELS

Regarding the evaluation of the maturity of the management systems, the following definitions apply:

•‘present’: there is evidence that the process/feature is documented in the organisation’s management system/safety management system (SMS) documentation;

•‘suitable’: the process/feature is suitable based on the size, nature, and complexity of the organisation, and the inherent risk in the activity;

•‘operating’: there is evidence that the process/feature is in use and an output is being produced;

•‘effective’: there is evidence that the process/feature is achieving the desired outcome and has a positive safety impact.

ED Decision 2020/002/R

INFORMATION DEEMED USEFUL FOR OVERSIGHT

This information should include, as a minimum:

(a)any occurrence reports received by the competent authority;

(b)the results of the following types of inspections and surveys if they indicate an issue that originates from a Part-CAMO organisation:

(i)ramp inspections performed in accordance with Subpart RAMP of Annex II (Part-ARO) of Commission Regulation (EU) No 965/2012 ‘Air Operations’;

(ii)product surveys of aircraft pursuant to points M.B.303 or ML.B.303;

(iii)results of aircraft sample surveys conducted pursuant to point CAMO.B.305(b)(1); and

(iv)results of physical surveys or partial airworthiness reviews performed by the competent authority in line with point M.B.901.

ED Decision 2022/017/R

COOPERATION BETWEEN COMPETENT AUTHORITIES

When a contract is concluded between a CAMO and an operator in accordance with point M.A.201(ea), which may occur during an initial CAMO application or an application for a change (requiring prior approval), the competent authorities of the CAMO and of the operator need to cooperate.

This cooperation between the different competent authorities may be established through a cooperative oversight agreement. That agreement will focus on the information that is relevant for performing the competent authority’s tasks, and be proportional to the nature and complexity of the organisations’ activities. It will cover at least the following aspects:

(a)General information

(1)Scope of the cooperation and identification of the operator (or operators if the competent authorities agree to include in a single agreement several operators that use the same CAMO) and the CAMO.

(2)Nomination of focal points in each competent authority; changing the focal points does not imply a full revision of the cooperation agreement.

(3)Meetings held between the competent authorities to ensure that all remain informed of significant issues.

(4)Provisions for the resolution of conflicts or disagreements.

(b)Oversight

(1)Sharing of the oversight programme that is implemented by each competent authority (e.g. audit plan and audit programme especially regarding the oversight of the management system), including the competent authorities’ assessment of the complexity of the organisations’ activities.

(2)Sharing of the management system assessment approach that is used by each competent authority (refer also to GM2 CAMO.B.300(g)).

(3)Sharing of the results of the management system assessments.

(4)Performance of oversight tasks on the CAMO by the competent authorities responsible for the operator, on behalf of the competent authority of the CAMO, if such arrangement exists.

(5)Participation of inspectors from one competent authority as observers during the performance of oversight tasks by another competent authority, or joint audits/assessments by different competent authorities.

(6)Specific support, if needed, to assist in the inclusion of an aircraft into the AOC, when transferred from one AOC holder to another within the group.

(7)Sharing of information on how the CAMO and operator manage their tasks, to adapt oversight accordingly, such as, but not limited to, the following:

(i)the selection of aircraft subject to product audits as part of the oversight of the CAMO may consider information that comes from the competent authorities of the operator(s), which is provided to the competent authority of the CAMO;

(ii)information on the use and completion of the aircraft technical log system or on the use of the minimum equipment list (MEL) by the operator, which is reported by the competent authority of the CAMO to the competent authority of the relevant operator, may be considered in the operator’s oversight programme;

(iii)sharing of information on the interfaces between the operator(s) and the CAMO regarding the assessment of non-mandatory modifications and/or inspections and the decision on their application as per point CAMO.A.315(b)(4); and

(iv)sharing of information on the system in place between the operator(s) and the CAMO to ensure that pre-flight inspections are properly accomplished.

(c)Additional cooperation provisions

(1)Sharing of information between competent authorities, as well as methods and timing for that sharing, e.g. the result of the assessment of the management system is shared every time the assessment is conducted by one of the competent authorities.

(2)A cooperation mechanism to ensure prompt reaction if one of the competent authorities shares serious concerns about the organisation with another competent authority.

(3)Information to be provided to the competent authority of the operator before integrating an aircraft to the AOC.

(4)Sharing of information between competent authorities before granting any specific approval (e.g. Part-SPA, AMC 20-6, etc.).

(5)Sharing of the relevant operator’s and CAMO’s occurrence reports as well as of the procedures in place between relevant competent authorities to ensure coordinated follow-up and resolution, where applicable.

(6)Sharing of changes in the exposition and manuals when those changes impact harmonised procedures.

ED Decision 2022/017/R

ASSESSMENT OF HARMONISED MANAGEMENT SYSTEMS

(a)One of the core capabilities that are required for supporting the effective implementation of safety management is the ability to monitor the effectiveness of an organisation’s management system. Competent authorities assess that effectiveness as part of their oversight activities. Cooperation between several competent authorities on that assessment is necessary, especially when different organisations have harmonised management systems as required by point M.A.201(ea).

(b)To ensure cooperative oversight and sound decision-making regarding oversight across a single air carrier business grouping, the competent authorities involved are expected to provide for the following:

(1)Use a common approach to the assessment of the management system, including the continuous improvement of the management systems across the operator(s) and the CAMO involved. Different competent authorities may not necessarily use the same tool to assess the maturity of the harmonised management systems. However, they will coordinate on this matter and share with one another to which extent their assessment approach follows the principles that are set out in GM1 CAMO.B.300(a);(b);(c). This way, all competent authorities involved will have an overall understanding of how each competent authority evaluates compliance and effectiveness of the management system(s).

(2)When a finding is raised on a harmonised procedure or, if used, on a group standard, the other competent authority(ies) is/are informed, and the related root cause analysis and corrective action plan that are developed by the operator(s) and CAMO concerned are shared with all competent authorities involved. In addition, the informed competent authority(ies) will assess if such a finding is relevant for the organisation under its/their oversight and, depending on the conclusion of such an assessment, will take appropriate action (e.g. take no action, communicate with the organisation or with the competent authority that raised the finding, or raise a finding itself/themselves).

(c)Regarding the duration of the oversight planning cycle of the organisations whose management systems are harmonised:

(1)even if the management systems of organisations are harmonised with each other, the maturity levels of those management systems may differ; as the oversight planning cycle is mainly driven by the management system’s maturity and the organisation’s compliance records, some organisations may have an oversight planning cycle of 24 months (or less) and others a 36- or 48-month cycle;

(2)the competent authorities involved will inform each other when the duration of the oversight planning cycle of the organisation(s) under their oversight is to be increased or reduced.

Regulation (EU) 2019/1383

(a)The competent authority shall establish and maintain an oversight programme covering the oversight activities required by point CAMO.B.300.

(b)The oversight programme shall be developed taking into account the specific nature of the organisation, the complexity of its activities, the results of past certification and/or oversight activities, and shall be based on the assessment of associated risks. It shall include within each oversight planning cycle:

(1)assessments, audits and inspections, including unannounced inspections and, as applicable:

(i) management system assessments and process audits;

(ii)product audits of a relevant sample of aircraft managed by the organisation;

(iii)sampling of airworthiness reviews performed;

(iv)sampling of permits to fly issued;

(2)meetings convened between the accountable manager and the competent authority to ensure both remain informed of significant issues.

(c)For organisations certified by the competent authority, an oversight planning cycle not exceeding 24 months shall be applied.

(d)Notwithstanding point (c), the oversight planning cycle may be extended up to 36 months if the competent authority has established that during the previous 24 months:

(1)the organisation has demonstrated an effective identification of aviation safety hazards and management of associated risks;

(2)the organisation has continuously demonstrated under point CAMO.A.130 that it has full control over all changes;

(3)no level 1 findings have been issued;

(4)all corrective actions have been implemented within the time period accepted or extended by the competent authority as defined in point CAMO.B.350.

Notwithstanding point (c), the oversight planning cycle may be further extended to a maximum of 48 months if, in addition to the conditions provided in points (1) to (4) of the first subparagraph, the organisation has established, and the competent authority has approved, an effective continuous reporting system to the competent authority on the safety performance and regulatory compliance of the organisation itself.

(e)The oversight planning cycle may be reduced if there is any evidence that the safety performance of the organisation has decreased.

(f)The oversight programme shall include records of the dates when audits, inspections and meetings are due, and when such audits, inspections and meetings have been carried out.

(g)At the completion of each oversight planning cycle, the competent authority shall issue a recommendation report on the continuation of the approval reflecting the results of oversight.

ED Decision 2020/002/R

ANNUAL REVIEW

(a)The oversight planning cycle and the related oversight programme for each organisation should be reviewed annually to ensure that they remain adequate regarding any changes in the nature, complexity or the safety performance of the organisation.

(b)When reviewing the oversight planning cycle and the related oversight programme, the competent authority should also consider any relevant information collected in accordance with points CAMO.A.160 and CAMO.B.300(f).

ED Decision 2020/002/R

SPECIFIC NATURE AND COMPLEXITY OF THE ORGANISATION — RESULTS OF PAST OVERSIGHT

When determining the oversight programme, including the product audits, the competent authority should consider in particular the following elements, as applicable:

(1)the effectiveness of the organisation’s management system in identifying and addressing noncompliances and safety hazards;

(2)the implementation by the organisation of any industry standards that are directly relevant to the organisation’s activity subject to this Regulation;

(3)the procedure applied for and the scope of changes not requiring prior approval;

(4)any specific procedures implemented by the organisation that are related to any alternative means of compliance used;

(5)the number of approved locations and the activities performed at each location;

(6)the number and type of any subcontractors who perform continuing airworthiness management tasks; and

(7)the volume of activity for each aircraft type / series / group, as applicable.

ED Decision 2020/002/R

SUBCONTRACTED ACTIVITIES

When a CAMO subcontracts continuing airworthiness management tasks, all subcontracted organisations should also be audited by the competent authority at periods not exceeding the applicable oversight planning cycle (credits per AMC2 CAMO.B.305(c) point (d) are permitted) to ensure that the subcontracted continuing airworthiness management tasks are carried out in compliance with Part-CAMO, Part-M and Part-ML, as applicable.

For these audits, the competent authority inspector should ensure that he or she is accompanied throughout the audit by a senior technical member of the CAMO.

NOTE: When a CAMO subcontracts continuing airworthiness management tasks, the competent authority should also ensure that the CAMO has sufficient control over the subcontracted organisation (see AMC1 CAMO.A.125(d)(3)).

ED Decision 2020/002/R

AUDIT

(a)The oversight programme should indicate which aspects of the approval will be covered by each audit.

(b)Part of each audit should concentrate on the audit reports produced by the organisation’s compliance monitoring function, to determine whether the organisation has been identifying and correcting its problems.

(c)At the conclusion of the audit, the auditing inspector should complete an audit report that identifies the areas and processes that were audited, and includes all findings that were raised.

(d)At the completion of each oversight planning cycle, a new EASA Form 13-CAMO should be issued.

ED Decision 2020/002/R

OVERSIGHT PLANNING CYCLE — AUDIT AND INSPECTION

(a)When determining the oversight planning cycle and defining the oversight programme, the competent authority should assess the risks related to the activity of each organisation, and adapt the oversight to the level of risk identified and to the effectiveness of the organisation’s management system, in particular its ability to effectively manage safety risks.

(b)The competent authority should establish a schedule of audits and inspections that is appropriate to each organisation. The planning of audits and inspections should take into account the results of the hazard identification and the risk assessment conducted and maintained by the organisation as part of the organisation’s management system. Inspectors should work in accordance with the schedule provided to them.

(c)When the competent authority, having regard to the level of risk identified and the effectiveness of the organisation’s management system, varies the frequency of an audit or inspection, it should ensure that all aspects of the organisation’s activity are audited and inspected within the applicable oversight planning cycle.

ED Decision 2020/002/R

OVERSIGHT PLANNING CYCLE — AUDIT

(a)For each organisation certified by the competent authority, all processes should be completely audited at periods that do not exceed the applicable oversight planning cycle. The beginning of the first oversight planning cycle is normally determined by the date of issue of the first certificate. If the competent authority wishes to align the oversight planning cycle with the calendar year, it should shorten the first oversight planning cycle accordingly.

(b)The interval between two audits for a particular process should not exceed the interval of the applicable oversight planning cycle.

(c)Audits should include at least one on-site audit within each oversight planning cycle. For organisations who carry out their regular activity at more than one site, the determination of the sites to be audited should consider the results of past oversight activities and the volume of activities at each site, as well as main risk areas identified.

(d)For organisations holding more than one certificate, the competent authority may define an integrated oversight schedule to include all the applicable audit items. In order to avoid any duplication of audits, credit may be granted for specific audit items that have already been completed during the current oversight planning cycle, provided that:

(1)the specific audit item is the same for all the certificates under consideration;

(2)there is satisfactory evidence on record that those specific audit items were carried out, and that all the related corrective actions have been implemented to the satisfaction of the competent authority;

(3)the competent authority is satisfied that there is no evidence that standards have deteriorated regarding those specific audit items for which credit is granted;

(4)the interval between two audits for the specific item for which credit is granted does not exceed the applicable oversight planning cycle.

ED Decision 2020/002/R

EXTENSION OF THE OVERSIGHT PLANNING CYCLE BEYOND 24 MONTHS

(a)If the competent authority applies an oversight planning cycle that exceeds 24 months, it should, at a minimum, perform one focused inspection of the organisation (inspection of a specific area, element or aspect of the organisation) within each 12-month segment of the cycle to support the extended oversight programme.

NOTE: Where another inspection can be linked to the oversight of the organisation (e.g. when an aircraft managed by the organisation is inspected through ACAM survey), then the competent authority may take credit of such inspection to maintain the extension beyond 24 months.

(b)If the results of this inspection indicate a decrease in the safety performance or regulatory compliance of the organisation, the competent authority should revert to a 24-month (or less) oversight planning cycle and review the oversight programme accordingly.

(c)In order to be able to approve an oversight planning cycle of beyond 36 months, the competent authority should agree on the format and contents of the continuous reporting to be made by the organisation on its safety performance and regulatory compliance.

CAMO.B.310 Initial certification procedure

Regulation (EU) 2019/1383

(a)Upon receiving an application for the initial issue of a certificate for an organisation, the competent authority shall verify the organisation’s compliance with the applicable requirements.

(b)A meeting with the accountable manager of the organisation shall be convened at least once during the investigation for initial certification to ensure that he/she fully understands the significance of the certification process and the reason for signing the statement of the organisation to comply with the procedures specified in the CAME.

(c)The competent authority shall record all findings, closure actions (actions required to close a finding) and recommendations.

(d)The competent authority shall confirm in writing all the findings raised during the verification to the organisation. For initial certification, all findings must be corrected to the satisfaction of the competent authority before the certificate can be issued.

(e)When satisfied that the organisation complies with the applicable requirements, the competent authority shall:

(1)issue the certificate as established in Appendix I ‘EASA Form 14’ to this Annex;

(2)formally approve the CAME.

(f)The certificate reference number shall be included on the EASA Form 14 certificate in a manner specified by the Agency.

(g)The certificate shall be issued for an unlimited duration. The privileges, scope of the activities that the organisation is approved to conduct, including any limitations as applicable, shall be specified in the terms of approval attached to the certificate.

(h)To enable the organisation to implement changes without prior competent authority approval in accordance with point (c) of point CAMO.A.130, the competent authority shall approve the relevant CAME procedure defining the scope of such changes and describing how such changes will be managed and notified.

ED Decision 2022/017/R

VERIFICATION OF COMPLIANCE

(a)In order to verify the organisation’s compliance with the applicable requirements, the competent authority should conduct an audit of the organisation, including interviews of the personnel, and inspections carried out at the organisation’s facilities.

(b)The competent authority should only conduct such an audit if it is satisfied that the application and the supporting documentation, including the results of the pre-audit performed by the organisation, are in compliance with the applicable requirements.

(c)The audit should focus on the following areas:

(1)the detailed management structure, including the names and qualifications of personnel required by points CAMO.A.305(a) and (b)(2), and the adequacy of the organisation and its management structure;

(2)the personnel:

(i)the adequacy of the number of staff, and of their qualifications and experience with regard to the intended terms of approval and the associated privileges;

(ii)the validity of licences and/or authorisations, as applicable;

(3)the processes for safety risk management and compliance monitoring;

(4)the facilities and their adequacy regarding the organisation’s scope of work;

(5)The documentation based on which the certificate should be granted (i.e. the documentation required by Part-CAMO), including the continuing airworthiness management contract when point M.A.201(ea) is applied:

(i)verification that the procedures specified in the CAME comply with the applicable requirements; and

(ii)verification that the accountable manager has signed the exposition statement.

(d)If an application for an organisation certificate is refused, the applicant should be informed of the right of appeal that exists under national law.

ED Decision 2022/017/R

In relation to point M.A.201(ea), if an application, submission, receipt, certificate, or other document is submitted to a competent authority in a language different from the official language of the Member State of that authority, that authority may request a translation.

ED Decision 2020/002/R

AUDIT

(a)The competent authority should determine how and by whom the audit shall be conducted. For example, it will be necessary to determine whether one large team audit, a short series of small team audits, or a long series of single inspector audits is most appropriate for the particular situation.

(b)The audit may be structured so as to verify the organisation’s processes related to a product line. For example, in the case of an organisation with Airbus A320 and Airbus A310 ratings, the audit should concentrate on the continuing airworthiness management processes of one type only for a full compliance check, and depending upon the result, the second type may only require a sample check against those aspects that were seen to be weak regarding compliance for the first type.

(c)In determining the scope of the audit and which activities of the organisation will be assessed during the audit, the privileges of the approved organisation should be taken into account, e.g. their approval to carry out airworthiness reviews.

(d)The competent authority auditing inspector should always ensure that he or she is accompanied throughout the audit by a senior member of the organisation, who is normally the compliance monitoring manager. The reason for being accompanied is to ensure that the organisation is fully aware of any findings raised during the audit.

(e)At the end of the audit, the auditing inspector should inform the senior member of the organisation of all the findings that were raised during the audit.

ED Decision 2020/002/R

(a)There may be occasions when the competent authority inspector is unsure about the compliance of some aspects of the applicant's organisation. If this occurs, the inspector should inform the organisation about the possible non-compliance at the time, and about the fact that the situation will be reviewed within the competent authority before a decision is made. If the review concludes that there is no finding, then a verbal confirmation to the organisation should suffice.

(b)Findings should be recorded on the audit report form, each with a provisional categorisation as a level 1 or 2 finding. Subsequent to the on-site audit that identified the particular findings, the competent authority should review the provisional finding levels, adjusting them if necessary, and should change the categorisation from ‘provisional’ to ‘confirmed’.

ED Decision 2020/002/R

(a)The audit should be recorded using the audit report EASA Form 13-CAMO (Appendix V to AMC2 CAMO.B.310(c)).

(b)A review of the EASA Form 13-CAMO audit report should be carried out by a competent independent person nominated by the competent authority. The review should take into account the relevant points of Part-CAMO, the categorisation of the finding levels and the closure action that was taken. A satisfactory review of the audit report should be indicated by a signature on EASA Form 13-CAMO.

(c)The audit reports should include the date when each finding was closed, together with a reference to the competent authority report or letter that confirmed the closure.

ED Decision 2020/002/R

All findings should be confirmed in writing to the applicant organisation within 2 weeks of the on-site audit.

ED Decision 2020/002/R

TERMS OF APPROVAL

The table shown for the terms of approval in EASA Form 14 includes a field designated as ‘Aircraft type/series/group’.

The intention is to give maximum flexibility to the competent authority to customise the approval to a particular organisation.

Possible alternatives to be included in this field are the following:

•A specific type designation that is part of a type certificate, such as Airbus 340-211 or Cessna 172R.

•A type rating (or series) as listed in Part-66 Appendix I to AMC, which may be further subdivided, such as Boeing 737-600/700/800, Boeing 737-600, Cessna 172 Series.

•An aircraft group such as, for example, ‘all sailplanes and powered sailplanes’ or ‘Cessna single piston engine aircraft’ or ‘Group 3 aircraft’ (as defined in 66.A.5) or ‘aircraft below 2 730 kg MTOM’.

Reference to the engine type installed in the aircraft may or may not be included, as necessary.

It is important to note that the terms of approval defined in EASA Form 14 is further limited to the scope of work defined in the CAME. It is this scope of work in the CAME which ultimately defines the approval of the organisation. As a consequence, it is possible for a competent authority to endorse in EASA Form 14, for example, a scope of work for Group 3 aircraft while the detailed scope of work defined in the CAME does not include all Group 3 aircraft.

Nevertheless, in all cases, the competent authority should be satisfied that the organisation has the capability of managing the types/groups/series endorsed in EASA Form 14.

Since the activities linked to continuing airworthiness management are mainly process-oriented rather than facility/tooling-oriented, changes to the detailed scope of work defined in the CAME (either directly or through a capability list), within the limits already included in EASA Form 14, may be considered as not affecting the approval and not subject to point CAMO.A.130(a). As a consequence, for these changes, the competent authority may allow the use by the CAMO of the procedure referred to in point CAMO.A.130(c) for changes not requiring prior approval.

Since, as mentioned above, the competent authority should make sure that the organisation is capable of managing the requested category as a whole, it is not reasonable to grant a full Group 3 approval based on an intended scope of work which is limited to, for example, a Cessna 172 aircraft. However, it may be reasonable to grant such full Group 3 approval, after showing appropriate capability, for an intended scope of work covering several aircraft types or series of different complexity and which are representative of the full Group 3. In such case, if later on changes need to be introduced in the detailed scope of work detailed in the CAME to include new aircraft types (within Group 3), this may be done by the procedure referred to in point CAMO.A.130(c).

Special case for ELA1 aircraft:

In order to promote standardisation, for this category of aircraft the following approach is recommended:

•Possible ratings to be endorsed in EASA Form 14:

ELA1 sailplanes;

ELA1 powered sailplanes and ELA1 aeroplanes;

ELA1 balloons;

ELA1 airships.

•Before endorsing any of those ratings (for example, ELA1 sailplanes) in EASA Form 14, the competent authority should audit that the organisation is capable of managing at least one aircraft type (for example, one type of sailplanes within the ELA1 category), including the availability of the necessary facilities, data, maintenance programmes, and staff.

ED Decision 2020/002/R

(a)The competent authority should indicate its approval of the CAME in writing.

(b)Contracts for subcontracting continuing airworthiness management tasks by CAMOs should be included in the continuing airworthiness organisation exposition. The competent authorities should verify that the standards set forth in AMC1 CAMO.A.125(d)(3) have been met when approving the exposition.

(c)The competent authority while investigating the acceptability of the proposed subcontracted continuing airworthiness management tasks arrangements should take into account, in the subcontracted organisation, all other such contracts that are in place irrespective of state of registry in terms of sufficiency of resources, expertise, management structure, facilities and liaison between the CAMO, the subcontracted organisation and, where applicable, the contracted maintenance organisation(s).

(d)Approval of the CAME constitutes formal acceptance of personnel specified in points CAMO.A.305(a), CAMO.A.305(b)(2), CAMO.A.305(e) and CAMO.A.305(f).

(e)The competent authority may reject an accountable manager if there is clear evidence that this person previously held a senior position in any organisation that was approved in accordance with Regulation (EU) 2018/1139 and its delegated and implementing acts, and that the person abused that position by not complying with the applicable requirements.

(e) For CAT, commercial specialised operations and commercial ATO or commercial DTO operations, the initial approval of the aircraft technical log system required by M.A.306(b) and M.B.305 may be done by approving the CAME in which this system should be described.

Regulation (EU) 2019/1383

(a)Upon receiving an application for a change that requires prior approval, the competent authority shall verify the organisation’s compliance with the applicable requirements before issuing the approval.

(b) The competent authority shall establish the conditions under which the organisation may operate during the change unless the competent authority determines that the organisation’s certificate needs to be suspended.

(c)When satisfied that the organisation complies with the applicable requirements, the competent authority shall approve the change.

(d)Without prejudice to any additional enforcement measures, when the organisation implements changes requiring prior approval without having received competent authority approval pursuant to point (c), the competent authority shall suspend, limit or revoke the organisation’s certificate.

(e)For changes not requiring prior approval, the competent authority shall assess the information provided in the notification sent by the organisation in accordance with point (c) of point CAMO.A.130 to verify compliance with the applicable requirements. In case of any non-compliance, the competent authority shall:

(1)notify the organisation about the non-compliance and request further changes;

(2)in case of level 1 or level 2 findings, act in accordance with point CAMO.B.350.

ED Decision 2020/002/R

(a)The competent authority should have adequate control over any changes to the personnel specified in points CAMO.A.305(a), (b)(2), (e) and (f). Such changes in personnel will require an amendment to the exposition.

(b)When an organisation submits the name of a new nominee for any of the personnel specified in points CAMO.A.305(a), (b)(2) and (e), the competent authority may require the organisation to produce a written résumé of the proposed person's qualifications. The competent authority should reserve the right to interview the nominee or call for additional evidence of his or her suitability before deciding upon him or her being acceptable.

(c)For changes requiring prior approval, in order to verify the organisation's compliance with the applicable requirements, the competent authority should conduct an audit of the organisation, limited to the extent of the changes, and determine whether a risk assessment needs to be provided by the organisation.

(d) If a risk assessment is deemed to be necessary, the competent authority should inform the organisation accordingly.

(e) If the competent authority considers that it is necessary to review the risk assessment performed by the organisation, it should request the organisation to provide it, and assess its result.

(f) If required, the audit may include interviews and inspections carried out at the organisation’s facilities.

(g)The applicable part(s) of EASA Form 13-CAMO should be used to document the assessment of any changes to the Part-CAMO approval.

ED Decision 2020/002/R

CHANGE OF THE NAME OF THE ORGANISATION

(a)On receipt of the application and the amendment to the relevant parts of the CAME, the competent authority should reissue the certificate.

(b)A change of only the name does not require the competent authority to audit the organisation unless there is evidence that other aspects of the organisation have changed.

Regulation (EU) 2023/203

(a)For changes managed and notified to the competent authority in accordance with the procedure set out in point IS.I.OR.255(a) of Annex II (Part-IS.I.OR) to Implementing Regulation (EU) 2023/203, the competent authority shall include the review of such changes in its continuing oversight in accordance with the principles laid down in point CAMO.B.300. If any non-compliance is found, the competent authority shall notify the organisation thereof, request further changes and act in accordance with point CAMO.B.350.

(b)For other changes requiring an application for approval in accordance with point IS.I.OR.255(b) of Annex II (Part-IS.I.OR) to Implementing Regulation (EU) 2023/203:

(1)upon receiving the application for the change, the competent authority shall check the organisation’s compliance with the applicable requirements before issuing the approval;

(2)the competent authority shall establish the conditions under which the organisation may operate during the implementation of the change;

(3)if it is satisfied that the organisation complies with the applicable requirements, the competent authority shall approve the change.

[Applicable from 22 February 2026 – Regulation (EU) 2023/203]

Regulation (EU) 2019/1383

(a)The competent authority shall have a system to analyse findings for their safety significance.

(b)A level 1 finding shall be issued by the competent authority when any significant non-compliance is detected with the applicable requirements of Regulation (EU) 2018/1139 and its delegated and implementing acts, with the organisation’s procedures and manuals, or with the terms of an approval or certificate which lowers safety or seriously endangers flight safety.

The level 1 findings shall include:

(1)failure to give the competent authority access to the organisation's facilities as defined in point CAMO.A.140 during normal operating hours and after two written requests;

(2)obtaining or maintaining the validity of the organisation certificate by falsification of submitted documentary evidence;

(3)evidence of malpractice or fraudulent use of the organisation certificate;

(4)the lack of an accountable manager.

(c)A level 2 finding shall be issued by the competent authority when any non-compliance is detected with the applicable requirements of Regulation (EU) 2018/1139 and its delegated and implementing acts, with the organisation’s procedures and manuals, or with the terms of an approval or certificate which may lower safety or endanger flight safety.

(d)When a finding is detected during oversight or by any other means, the competent authority shall, without prejudice to any additional action required by Regulation (EU) 2018/1139 and its delegated and implementing acts, communicate the finding to the organisation in writing, and request corrective action to address the non-compliance(s) identified. Where a finding directly relates to an aircraft, the competent authority shall inform the State in which the aircraft is registered.

(1)In the case of level 1 findings, the competent authority shall take immediate and appropriate action to prohibit or limit activities and, if appropriate, it shall take action to revoke the certificate or to limit or suspend it in whole or in part, depending upon the extent of the level 1 finding until successful corrective action has been taken by the organisation.

(2)In the case of level 2 findings, the competent authority shall:

(i)grant the organisation a corrective action implementation period appropriate to the nature of the finding, that in any case initially shall not be more than 3 months. It shall commence from the date of the written communication of the finding to the organisation, requesting corrective action to address the non-compliance identified. At the end of this period, and subject to the nature of the finding and past safety performance of the organisation, the competent authority may extend the 3-month period subject to a satisfactory corrective action plan agreed by the competent authority;

(ii)assess the corrective action and implementation plan proposed by the organisation, and if the assessment concludes that they are sufficient to address the non-compliance(s), accept these.

(3)Where an organisation fails to submit an acceptable corrective action plan, or to perform the corrective action within the time period accepted or extended by the competent authority, the finding shall be raised to a level 1 finding and action taken as laid down in point (d)(1).

(4)The competent authority shall record all findings it has raised or that have been communicated to it in accordance with point (e) and, where applicable, the enforcement measures it has applied, as well as all corrective actions and date of action closure for findings.

(e)Without prejudice to any additional enforcement measures, when the authority of a Member State acting under the provisions of point (d) of point CAMO.B.300 identifies any non-compliance with the applicable requirements of Regulation (EU) 2018/1139 and its delegated and implementing acts by an organisation certified by the competent authority of another Member State or the Agency, it shall inform that competent authority and provide an indication of the level of finding.

Regulation (EU) 2019/1383

The competent authority shall:

(a)suspend a certificate on reasonable grounds in the case of potential safety threat;

(b)suspend, revoke or limit a certificate pursuant to point CAMO.B.350;

(c)suspend certificate in case the competent authority’s inspectors are unable over a period of 24 months to discharge their oversight responsibilities through on-site audit(s) due to the security situation in the State where the facilities are located.

ED Decision 2020/002/R

INFORMATION ON THE SECURITY SITUATION

(a)The European Commission Security Directorate generally advises against any non-essential travel to a country where hostile conditions, or a combination of the following conditions, reduce the level of security, and pose a high level of threat to personnel, as follows:

(1)international or internal armed conflict with frequent armed confrontation taking place, numerous casualties, and/or serious damages to infrastructures;

(2)a situation that could lead to war, or characterised by high internal or external tension that could escalate into instability in the short term; very poorly functioning institutions;

(3)relatively frequent terrorist attacks due to the presence of active terrorist groups, either domestic or transnational, and state authorities that are unable to ensure a satisfactory level of security; and

(4)frequent criminal violence that also targets non-nationals. State authorities have a limited ability to counter criminal activities and ensure security.

(b)Countries where the above conditions apply should not be considered to be compatible with the performance of on-site audits by the competent authority.

APPENDICES TO ANNEX Vc (Part-CAMO)

Regulation (EU) 2022/410

EASA Form 14 Issue 6

(*)or 'EASA', if EASA is the competent authority

(**)delete for non-EU Member State or EASA

(***)delete as appropriate if the organisation is not approved.

ED Decision 2020/002/R

EASA FORM 14

The following fields on page 2 ‘CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION - TERMS OF APPROVAL’ of the EASA Form 14 certificate should be completed as follows:

•Date of original issue: It refers to the date of the original issue of the continuing airworthiness management exposition.

•Date of this revision: It refers to the date of the last revision of the continuing airworthiness management exposition affecting the content of the certificate. Changes to the continuing airworthiness management exposition which do not affect the content of the certificate do not require the reissuance of the certificate.

•Revision No: It refers to the revision number of the last revision of the continuing airworthiness management exposition affecting the content of the certificate. Changes to the continuing airworthiness management exposition which do not affect the content of the certificate do not require the reissuance of the certificate.

APPENDICES TO AMC AND GM to ANNEX Vc (Part-CAMO)

ED Decision 2020/002/R

The provisions of Appendix IX to AMC M.A.602 and AMC M.A.702 EASA Form 2 apply.

ED Decision 2023/013/R

1.Subcontracted continuing airworthiness management tasks

1.1.To actively control the standards of the subcontracted organisation, the CAMO should employ a person or group of persons who are trained and competent in the disciplines associated with Part-CAMO. As such, they are responsible for determining what maintenance is required, when it has to be performed, by whom and to what standard in order to ensure the continuing airworthiness of the aircraft to be operated.

1.2.The CAMO should conduct a pre-subcontract audit to establish that the organisation to be subcontracted can achieve the standards required by Part-CAMO in connection with the activities to be subcontracted.

1.3.The CAMO should ensure that the organisation to be subcontracted has sufficient and qualified personnel who are trained and competent in the functions to be subcontracted. In assessing the adequacy of personnel resources, the CAMO should consider the particular needs of those activities that are to be subcontracted, while taking into account the subcontracted organisations existing commitments.

1.4.To be appropriately approved to subcontract continuing airworthiness management tasks, the CAMO should have procedures for the management control of these arrangements. The CAME should contain relevant procedures to reflect its control of those arrangements made with the subcontracted organisation.

1.5.Subcontracted continuing airworthiness management tasks should be addressed in a contract between the CAMO and the subcontracted organisation. The contract should also specify that the subcontracted organisation is responsible for informing the CAMO that is in turn responsible for notifying the respective competent authority, of any subsequent changes that affect their ability to fulfil the contract.

1.6.The subcontracted organisation should use procedures which set out the manner of fulfilling its responsibilities with regard to the subcontracted activities. Such procedures may be developed by either the subcontracted organisation or the CAMO.

1.7.Where the subcontracted organisation develops its own procedures, they should be compatible with the CAME and the terms of the contract. These should be accepted by the competent authority as extended procedures of the CAMO and as such should be cross-referenced in the CAME. One current copy of the subcontracted organisation’s relevant procedures should be kept by the CAMO and should be accessible to the competent authority when needed.

Note: Should any conflict arise between the subcontracted organisation’s procedures and those of the CAMO, then the policy and procedures of the CAME will prevail.

1.8.The contract should also specify that the subcontracted organisation’s procedures may only be amended with the agreement of the CAMO. The CAMO should ensure that these amendments are compatible with its CAME and comply with Part-CAMO.

The CAMO should nominate the person responsible for continued monitoring and acceptance of the subcontracted organisation’s procedures and their amendments. The controls used to fulfil this function should be clearly set out in the amendment section of the CAME detailing the level of CAMO involvement.

1.9.Whenever any elements of the continuing airworthiness management tasks are subcontracted, the CAMO personnel should have access to all relevant data in order to fulfil their responsibilities.

Note: The CAMO retains the authority to override, whenever necessary for the continuing airworthiness of their aircraft, any recommendation of the subcontracted organisation.

1.10.The CAMO should ensure that the subcontracted organisation continues to have qualified technical expertise and sufficient resources to perform the subcontracted tasks while complying with the relevant procedures. Failure to do so may invalidate the CAMO approval.

1.11.The contract should provide for competent authority monitoring.

1.12.The contract should address the respective responsibilities to ensure that any findings arising from the competent authority monitoring will be closed to the satisfaction of the competent authority.

2.Accomplishment

This paragraph describes the topics which may be applicable to such subcontracting arrangements.

2.1.Scope of work

The type of aircraft and their registrations, engine types and/or components subject to the continuing airworthiness management tasks contract should be specified.

2.2.Maintenance programme development and amendment

The CAMO may subcontract the preparation of the draft maintenance programme and any subsequent amendments. However, the CAMO remains responsible for assessing that the draft proposals meet its needs and for obtaining competent authority approval, where applicable; the relevant procedures should specify these responsibilities. The contract should also stipulate that any data necessary to substantiate the approval of the initial programme or an amendment to this programme should be provided for CAMO agreement and/or competent authority upon request.

2.3.Maintenance programme effectiveness and reliability

The CAMO should have a system in place to monitor and assess the effectiveness of the maintenance programme based on maintenance and operational experience. The collection of data and initial assessment may be made by the subcontracted organisation; the required actions are to be endorsed by the CAMO.

Where reliability monitoring is used to establish the effectiveness of the maintenance programme, this may be provided by the subcontracted organisation and should be specified in the relevant procedures. Reference should be made to the approved maintenance and reliability programme. Participation of the CAMO’s personnel in reliability meetings with the subcontracted organisation should also be specified.

When providing reliability data, the subcontracted organisation is limited to working with primary data/documents provided by the CAMO or data provided by the CAMO’s contracted maintenance organisation(s) from which the reports are derived. The pooling of reliability data is permitted if it is acceptable to the competent authority.

2.4.Permitted variations to the maintenance programme

The reasons and justification for any proposed variation to scheduled maintenance may be prepared by the subcontracted organisation. Acceptance of the proposed variation should be granted by the CAMO. The means by which the CAMO acceptance is given should be specified in the relevant procedures. When outside the limits set out in the maintenance programme, the CAMO is required to obtain approval by the competent authority.

2.5.Scheduled maintenance

Where the subcontracted organisation plans and defines maintenance checks or inspections in accordance with the approved maintenance programme, the required liaison with the CAMO, including feedback, should be defined.

The planning control and documentation should be specified in the appropriate supporting procedures. These procedures should typically set out the CAMO’s level of involvement in each type of check. This will normally involve the CAMO assessing and agreeing to a work specification on a case-by-case basis for base maintenance checks. For routine line maintenance checks, this may be controlled on a day-to-day basis by the subcontracted organisation subject to appropriate liaison and CAMO controls to ensure timely compliance. This may typically include but is not necessarily limited to:

applicable work package, including work cards;

scheduled component removal list;

ADs to be incorporated;

modifications to be incorporated.

The associated procedures should ensure that the CAMO is informed in a timely manner of the accomplishment of such tasks.

2.6.Compliance monitoring and risk assessment

The CAMO’s management system should monitor the adequacy of the subcontracted continuing airworthiness management task performance for compliance with the contract and with Part-CAMO and assess the risks entailed by such subcontracting. The terms of the contract should therefore include a provision allowing the CAMO to perform a surveillance (including audits and assessments) of the subcontracted organisation. The aim of the surveillance is primarily to investigate and judge the effectiveness of those subcontracted activities and thereby to ensure compliance with Part-CAMO and the contract and mitigate related safety risks. Audit and assessment reports may be subject to review when requested by the competent authority.

2.7.Access to the competent authority

The contract should specify that the subcontracted organisation should always grant access to the competent authority.

2.8.Maintenance data

The maintenance data used for the purpose of the contract should be specified, together with those responsible for providing such documentation and the competent authority responsible for the acceptance/approval of such data, when applicable. The CAMO should ensure that such data, including revisions, is readily available to the CAMO personnel and to those in the subcontracted organisation who may be required to assess such data. The CAMO should establish a ‘fast-track’ means to ensure that urgent data is transmitted to the subcontractor in a timely manner. Maintenance data is defined in M.A.401(b) or ML.A.401(b).

2.9.Airworthiness directives (ADs)

While the various aspects of AD assessment, planning and follow-up may be accomplished by the subcontracted organisation, AD embodiment is performed by a maintenance organisation. The CAMO is responsible for ensuring timely embodiment of the applicable ADs and is to be provided with notification of compliance. It, therefore, follows that the CAMO should have clear policies and procedures on AD embodiment supported by defined procedures which will ensure that the CAMO agrees to the proposed means of compliance.

The relevant procedures should specify:

what information (e.g. AD publications, continuing airworthiness records, flight hours/cycles, etc.) the subcontracted organisation needs from the CAMO;

what information (e.g. AD planning listing, detailed engineering order, etc.) the CAMO needs from the subcontracted organisation in order to ensure timely compliance with the ADs.

To fulfil the above responsibility, the CAMO should ensure that it receives current mandatory continued airworthiness information for the aircraft and equipment it is managing.

2.10.Service bulletin (SB) modifications

The subcontracted organisation may be required to review and make recommendations on the embodiment of an SB and other associated non-mandatory material based on a clear policy established by the CAMO. This should be specified in the contract.

2.11.Mandatory life limitation or scheduled maintenance controls and component control/removal forecast

Where the subcontracted organisation performs planning activities, it should be specified that the organisation should receive the current flight cycles, flight hours, landings and/or calendar controlled details, as applicable, at a frequency to be specified in the contract. The frequency should be such that it allows the organisation to properly perform the subcontracted planning functions. It, therefore, follows that there will need to be adequate liaison between the CAMO, the contracted maintenance organisation(s) and the subcontracted organisation. Additionally, the contract should specify how the CAMO will be in possession of all current flight cycles, flight hours, etc., so that it may assure the timely accomplishment of the required maintenance.

2.12.Engine health monitoring

If the CAMO subcontracts the on-wing engine health monitoring, the subcontracted organisation should receive all the relevant information to perform this task, including any parameter reading deemed necessary to be supplied by the CAMO for this control. The contract should also specify what kind of feedback information (such as engine limitation, appropriate technical advice, etc.) the organisation should provide to the CAMO.

2.13.Defect control

Where the CAMO has subcontracted the day-to-day control of technical log deferred defects, this should be specified in the contract and should be adequately described in the appropriate procedures. The operator’s minimum equipment list (MEL)/configuration deviation list (CDL) provides the basis for establishing which defects may be deferred and the associated limits. The procedures should also define the responsibilities and actions to be taken for defects such as aircraft on ground (AOG) situations, repetitive defects, and damage beyond the limits established by the type certificate holder or the declarant of a declaration of design compliance.

For all other defects identified during maintenance, the information should be brought to the attention of the CAMO which, depending upon the procedural authority granted by the competent authority, may determine that some defects can be deferred. Therefore, adequate liaison between the CAMO, its subcontracted organisation and contracted maintenance organisation should be ensured.

The subcontracted organisation should make a positive assessment of potential deferred defects and consider the potential hazards arising from the cumulative effect of any combination of defects. The subcontracted organisations should liaise with the CAMO to get its agreement following this assessment.

Deferment of MEL/CDL allowable defects can be accomplished by a contracted maintenance organisation in compliance with the relevant technical log procedures, subject to the acceptance by the aircraft commander.

2.14.Occurrence reporting

All incidents and safety occurrences should be collected, and those that meet the reporting criteria should be reported as required by point CAMO.A.160 in accordance with a procedure established by the CAMO (see GM1 CAMO.A.205).

2.15.Continuing airworthiness records

They may be maintained and kept by the subcontracted organisation on behalf of the CAMO, which remains the owner of these documents. However, the CAMO should be provided with the current status of AD compliance and life-limited parts and time-controlled components in accordance with the agreed procedures. The CAMO should also be granted unrestricted and timely access to the original records as and when needed. Online access to the appropriate information systems is acceptable.

The record-keeping requirements of point CAMO.A.220 should be met. Access to the records by duly authorised members of the competent authority should be granted upon request.

2.16.Maintenance check flight (MCF) procedures

MCFs are performed under the control of the operator in coordination with the CAMO. MCF requirements from the subcontracted organisation or contracted maintenance organisation should be agreed by the operator/CAMO.

2.17.Communication between the CAMO and the subcontracted organisation

2.17.1. In order to fulfil its airworthiness responsibility, the CAMO needs to receive all the relevant reports and relevant maintenance data. The contract should specify what information should be provided and when.

2.17.2. Meetings provide one important cornerstone whereby the CAMO can fulfil part of its responsibility for ensuring the airworthiness of the operated aircraft. They should be used to establish good communication between the CAMO, the subcontracted organisation and the contracted maintenance organisation. The terms of the contract should include, whenever appropriate, the provision for a certain number of meetings to be held between the involved parties. Details of the types of liaison meetings and associated terms of reference of each meeting should be documented. The meetings may include but are not limited to all or a combination of:

(a)Contract review

Before the contract is enforced, it is very important that the technical personnel of both parties, that are involved in the fulfilment of the contract, meet in order to be sure that every point leads to a common understanding of the duties of both parties.

(b)Work scope planning meeting

Work scope planning meetings may be organised so that the tasks to be performed are commonly agreed.

(c)Technical meeting

Scheduled meetings should be organised in order to review on a regular basis and agree on actions on technical matters such as ADs, SBs, future modifications, major defects found during shop visit, reliability, etc.

(d)Compliance and performance meeting

Compliance and performance meetings should be organised in order to examine matters raised by the CAMO’s surveillance and the competent authority’s oversight activity and to agree on necessary preventive, corrective and risk mitigation actions.

(e)Reliability meeting

When a reliability programme exists, the contract should specify the involvement of the CAMO and of the subcontracted organisation in that programme, including their participation in reliability meetings. Provision to enable competent authority participation in the periodical reliability meetings should also be made.

ED Decision 2020/002/R

The provisions of apply.

ED Decision 2023/013/R

1.Maintenance contracts

The following paragraphs are not intended to provide a standard maintenance contract, but to provide a list of the main points that should be addressed, when applicable, in a maintenance contract between the CAMO and the maintenance organisation. The following paragraphs only address technical matters and exclude matters such as costs, delay, warranty, etc.

When maintenance is contracted to more than one maintenance organisation (for example, aircraft base maintenance to X, engine maintenance to Y, and line maintenance to Z1, Z2 and Z3), attention should be paid to the consistency of the different maintenance contracts.

A maintenance contract is not normally intended to provide appropriate detailed work instructions to personnel. Accordingly, there should be established organisational roles and responsibilities, procedures and routines in the CAMO and the maintenance organisation to cover these functions in a satisfactory way such that any person involved is informed about his/her accountabilities, responsibilities and the procedures that apply. These procedures and routines can be included/appended to the CAME and to the maintenance organisation’s manual/maintenance organisation exposition (MOE), or can consist in separate procedures. In other words, procedures and routines should reflect the conditions of the contract.

2.Aircraft/engine maintenance

The following subparagraphs may be adapted to a maintenance contract that applies to aircraft base maintenance, aircraft line maintenance, and engine maintenance.

Aircraft maintenance also includes the maintenance of the engines and auxiliary power units (APU) while they are installed on the aircraft.

2.1.Scope of work

The type of maintenance to be performed by the maintenance organisation should be specified unambiguously. In case of line and/or base maintenance, the contract should specify the aircraft type and, preferably, should include the aircraft’s registrations.

In case of engine maintenance, the contract should specify the engine type.

2.2.Locations identified for the performance of maintenance/certificates held

The place(s) where base, line or engine maintenance, as applicable, will be performed should be specified. The certificate held by the maintenance organisation at the place(s) where maintenance will be performed should be referred to in the contract. If necessary, the contract may address the possibility of performing maintenance at any location subject to the need for such maintenance arising either from the unserviceability of the aircraft or from the necessity to support occasional line maintenance.

2.3.Subcontracting

The maintenance contract should specify under which conditions the maintenance organisation may subcontract tasks to a third party (regardless if this third party is approved or not). At least, the contract should make reference to M.A.615, CAO.A.095(a)(2) and 145.A.75(b). Additional guidance is provided by the associated AMC and GM. In addition, the CAMO may require the maintenance organisation to obtain the CAMO approval before subcontracting to a third party. Access should be given to the CAMO to any information (especially the compliance monitoring information) about the maintenance organisation’s subcontractors involved in the contract. It should, however, be noted that under the CAMO responsibility both the CAMO and its competent authority are entitled to be fully informed about subcontracting, although the competent authority will normally only be concerned with aircraft, engine and APU subcontracting.

2.4.Maintenance programme

The maintenance programme, under which maintenance has to be performed, has to be specified.

The CAMO should have that maintenance programme approved by its competent authority.

2.5.Monitoring

The terms of the contract should include a provision allowing the organisation to monitor the maintenance organisation in terms of compliance with the applicable requirements. The maintenance contract should specify how the results of such monitoring are taken into account by the maintenance organisation (See also paragraph 2.23. ‘Meetings’).

2.6.Competent authority involvement

The contract should identify the competent authority(ies) responsible for the oversight of the aircraft, the operator, the CAMO, and the maintenance organisation. Additionally, the contract should allow competent authority(ies) access to the maintenance organisation.

2.7.Maintenance data

The contract should specify the maintenance data and any other manual required for the fulfilment of the contract, and how these data and manuals are made available and kept current (regardless if they are provided by the CAMO or by the maintenance organisation).

This may include but is not limited to:

maintenance programme,

airworthiness directives,

repairs/modification data,

aircraft maintenance manual,

aircraft illustrated parts catalogue (IPC),

wiring diagrams,

troubleshooting manual,

MEL (normally on board the aircraft),

operator’s manual,

flight manual,

engine maintenance manual,

engine overhaul manual.

2.8.Incoming conditions

The contract should specify in which condition the aircraft should be made available to the maintenance organisation. For extensive maintenance, it may be beneficial that a work scope planning meeting be organised so that the tasks to be performed may be commonly agreed (see also paragraph 2.23 ‘Meetings’).

2.9.Airworthiness directives and service bulletins/modifications

The contract should specify the information that the CAMO is responsible to provide to the maintenance organisation, such as:

the status of the ADs including due date and the selected means of compliance, if applicable; and

status of modifications and the decision to embody a modification or an SB.

In addition, the contract should specify the type of information the CAMO will need in return to complete the control of ADs and modification status.

2.10.Hours and cycles control

Hours and cycles control is the responsibility of the CAMO, and the contract should specify how the CAMO should provide the current hours and cycles to the maintenance organisation and whether the maintenance organisation should receive the current flight hours and cycles on a regular basis so that it may update the records for its own planning functions (see also paragraph 2.22 ‘Exchange of information’).

2.11.Life-limited parts and time-controlled components

The control of life-limited parts and time-controlled components is the responsibility of the CAMO. The contract should specify whether the CAMO should provide the status of life-limited parts and time-controlled components to the maintenance organisation, and the information that the approved organisation will have to provide to the CAMO about the removal/installation of the life-limited parts and time-controlled components so that the CAMO may update its records (see also paragraph 2.22 ‘Exchange of information’).

2.12.Supply of parts

The contract should specify whether a particular type of material or component is supplied by the CAMO or by the maintenance organisation, which type of component is pooled, etc. The contract should clearly state that it is the maintenance organisation’s responsibility to be satisfied that the component in question meets the approved or declared (in accordance with Part 21 Light Subpart C) data/standard and to ensure that the aircraft component is in a satisfactory condition for installation. Additional guidance on the acceptance of components is provided in M.A.501, ML.A.501 and 145.A.42.

2.13.Pooled parts at line stations

If applicable, the contract should specify how the subject of pooled parts at line stations should be addressed.

2.14.Scheduled maintenance

For planning scheduled maintenance checks, the support documentation to be given to the maintenance organisation should be specified. This may include but is not limited to:

applicable work package, including work cards;

scheduled component removal list;

modifications to be incorporated.

When the maintenance organisation decides, for any reason, to defer a maintenance task, it has to be formally agreed with the CAMO. If the deferment goes beyond an approved limit, please refer to paragraph 2.17 ‘Deviation from the maintenance schedule’. This should be addressed, where applicable, in the maintenance contract.

2.15.Unscheduled maintenance/defect rectification

The contract should specify to which level the maintenance organisation may rectify a defect without reference to the CAMO. It should describe, as a minimum, the management of approval of repairs and the incorporation of repairs. The deferment of any defect rectification should be submitted to the CAMO.

2.16.Deferred tasks

See paragraphs 2.14 and 2.15 above, as well as 145.A.50(e), M.A.801(f) and ML.A.801(f). In addition, for aircraft line and base maintenance, the use of the operator’s MEL and the liaison with the CAMO in case of a defect that cannot be rectified at the line station should be addressed.

2.17.Deviation from the maintenance schedule

Deviations from the maintenance schedule have to be managed by the CAMO in accordance with the procedures established in the maintenance programme. The contract should specify the support the maintenance organisation may provide to the operator in order to substantiate the deviation request.

2.18.Maintenance check flight (MCF)

If any MCF is required after aircraft maintenance, it should be performed in accordance with the procedures established in the CAME and/or the operator’s manual.

2.19.Bench test

The contract should specify the acceptability criterion and whether a representative of the CAMO should witness an engine undergoing test.

2.20.Release to service documentation

The release to service has to be performed by the maintenance organisation in accordance with its maintenance organisation procedures. The contract should, however, specify which support forms have to be used (aircraft technical log, maintenance organisation’s release format, etc.) and the documentation that the maintenance organisation should provide to the CAMO upon delivery of the aircraft. This may include but is not limited to:

certificate of release to service,

flight test report,

list of modifications embodied,

list of repairs,

list of ADs accomplished,

maintenance visit report,

test bench report.

2.21.Maintenance record-keeping

The CAMO may subcontract the maintenance organisation to retain some of the maintenance records required by Part-M Subpart C. This means that the CAMO subcontracts under its management system part of its record-keeping tasks and, therefore, the provisions of point CAMO.A.125(d)(3) apply.

2.22.Exchange of information

Each time exchange of information between the CAMO and the maintenance organisation is necessary, the contract should specify what information should be provided and when (i.e. in which case or at what frequency), how, by whom and to whom it has to be transmitted.

2.23.Meetings

The maintenance contract should include the provision for a certain number of meetings to be held between the CAMO and the maintenance organisation.

2.23.1. Contract review

Before the contract is enforced, it is very important that the technical personnel of both parties, that are involved in the fulfilment of the contract, meet in order to be sure that every point leads to a common understanding of the duties of both parties.

2.23.2. Work scope planning meeting

Work scope planning meetings may be organised so that the tasks to be performed may be commonly agreed.

2.23.3. Technical meeting

Scheduled meetings may be organised in order to review on a regular basis technical matters such as ADs, SBs, future modifications, major defects found during maintenance check, aircraft and component reliability, etc.

2.23.4. Compliance and performance meeting

Compliance and performance meetings may be organised in order to examine matters raised by the CAMO’s monitoring and to agree upon necessary preventive and corrective actions.

2.23.5. Reliability meeting

When a reliability programme exists, the contract should specify the CAMO’s and maintenance organisation’s respective involvement in that programme, including the participation in reliability meetings.