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

ED Decision 2020/002/R

This AMC provides an outline of the layout of an acceptable CAME. Where an organisation uses a different format, for example, to allow the exposition to serve for more than one approval within the scope of Regulation (EU) 2018/1139, then the exposition should contain a cross-reference Annex using this list as an index with an explanation as to where the subject matter can be found in the exposition.

The information required by CAMO.A.300 should be provided, directly or by reference, in the CAME.

ED Decision 2020/002/R

(a)Personnel should be familiar with those parts of the continuing airworthiness management exposition that are relevant to their tasks.

(b)The CAMO should designate the person responsible for monitoring and amending the CAME, including associated procedure’s manuals, in accordance with point CAMO.A.300(c).

(c)The CAMO may use electronic data processing (EDP) for the publication of the CAME. Attention should be paid to the compatibility of the EDP systems with the necessary dissemination, both internally and externally, of the CAME.

ED Decision 2022/017/R

If a CAMO is contracted by operators forming part of a single air carrier business grouping (in accordance with point M.A.201(ea)) the CAME should also include how requirements and procedures that are specific to the different operators are implemented.

ED Decision 2020/002/R

The purpose of the CAME is to:

•specify the scope of work and shows how the organisation intends to comply with this Annex; and

•provides all the necessary information and procedures for the personnel of the organisation to perform their duties.

Complying with its contents will ensure the organisation remains in compliance with Part-CAMO and, as applicable, Part-M and/or Part-ML.

ED Decision 2022/017/R

ACCOUNTABLE MANAGER STATEMENT

1.Part 0 ‘General organisation, safety policy and objectives’ of the CAME should include a statement, signed by the accountable manager (and countersigned by the chief executive officer, if different), confirming that the CAME and any associated manuals will be complied with at all times.

2.The accountable manager’s exposition statement as specified in point CAMO.A.300(a)(1) should embrace the intent of the following paragraph, and in fact, this statement may be used without amendment. Any amendment to the statement should not alter its intent:

‘This exposition and any associated referenced manuals define the organisation and procedures upon which the competent authority’s* CAMO approval is based.

These procedures are endorsed by the undersigned and must be complied with, as applicable, in order to ensure that all continuing airworthiness activities, including maintenance of the aircraft managed, are carried out on time to an approved standard.

These procedures do not override the necessity of complying with any new or amended regulation published from time to time where these new or amended regulations are in conflict with these procedures.

It is understood that the approval of the organisation is based on the continuous compliance of the organisation with Part-CAMO, Part-M and Part-ML, as applicable, and with the organisation’s procedures described in this exposition. The competent authority* is entitled to limit, suspend, or revoke the approval certificate if the organisation fails to fulfil the obligations imposed by Part-CAMO, Part-M and Part-ML, as applicable, or any conditions according to which the approval was issued.

For organisations also approved as air carriers licensed in accordance with Regulation (EC) No 1008/2008⁴⁷, suspension or revocation of the CAMO certificate will invalidate the air operator certificate (AOC) of such air carriers.

Signed .....................................

Dated ......................................

Accountable manager and ... (quote position) ...

Chief Executive Officer …

For and on behalf of ... (quote organisation’s name) ... ’

*Where ‘competent authority’ is stated, please insert the actual name of the competent authority delivering the CAMO approval certificate or the air operator certificate.

3.Whenever the accountable manager is changed, it is important to ensure that the new accountable manager signs the paragraph 2 statement at the earliest opportunity.

Regulation (EU) 2022/410

(a)The organisation shall appoint an accountable manager, who has corporate authority for ensuring that all continuing airworthiness management activities can be financed and carried out in accordance with Regulation (EU) 2018/1139 and delegated and implementing acts adopted on the basis thereof. The accountable manager shall:

(1)ensure that all necessary resources are available to manage continuing airworthiness in accordance with this Annex, Annex I (Part-M) and Annex Vb (Part-ML), as applicable, to support the organisation approval certificate;

(2)establish and promote the safety policy specified in point CAMO.A.200;

(3)nominate a person or group of persons with the responsibility of ensuring that the organisation always complies with the applicable continuing airworthiness management, airworthiness review and permit to fly requirements of this Annex, Annex I (Part-M) and Annex Vb (Part-ML);

(4)nominate a person or group of persons with the responsibility for managing the compliance monitoring function as part of the management system;

(5)nominate a person or group of persons with the responsibility for managing the development, administration, and maintenance of effective safety management processes as part of the management system;

(6)ensure that the person or group of persons nominated in accordance with points (a)(3) to (a)(5) and (b)(2) of point CAMO.A.305 have direct access to keep him/her properly informed on compliance and safety matters;

(7)demonstrate a basic understanding of this Regulation.

(b)For organisations also approved as air carriers licensed in accordance with Regulation (EC) No 1008/2008, the accountable manager shall in addition:

(1)be the person appointed as accountable manager for the air carrier as required by point (a) of point ORO.GEN.210 of Annex III (Part-ORO) to Regulation (EU) No 965/2012;

(2)nominate a person responsible for the management and supervision of continuing airworthiness, who shall not be employed by an organisation approved in accordance with Annex II (Part-145) under contract to the operator, unless specifically agreed by the competent authority.

(ba)If involved in continuing airworthiness management activities related to a contract established in accordance with point M.A.201(ea), the person or persons nominated in accordance with point (a)(3) of point CAMO.A.305 shall not be employed by an organisation approved in accordance with Annex II (Part-145) under contract to the CAMO, unless specifically agreed by the competent authority.

(c)The person or persons nominated in accordance with points (a)(3) to (a)(5) and (b)(2) of point CAMO.A.305 shall be able to demonstrate relevant knowledge, background and satisfactory experience related to aircraft continuing airworthiness management and demonstrate a working knowledge of this Regulation. Such person(s) shall be ultimately responsible to the accountable manager.

(d)The organisation shall have a system in place to plan the availability of staff to ensure that the organisation has sufficient appropriately qualified staff to plan, perform, supervise, inspect and monitor the organisation’s activities in accordance with the terms of approval.

(e)To be approved to carry out airworthiness reviews or recommendations in accordance with point (e) of point CAMO.A.125 and, if applicable, to issue permits to fly in accordance with point (f) of point CAMO.A.125, the organisation shall have airworthiness review staff qualified and authorised in accordance with point CAMO.A.310.

(f)For organisations extending airworthiness review certificates in accordance with point (d)(4) of point CAMO.A.125, the organisation shall nominate persons authorised to do so.

(g)The organisation shall establish and control the competency of personnel involved in compliance monitoring, safety management, continuing airworthiness management, airworthiness reviews or recommendations, and, if applicable, issuing permits to fly, in accordance with a procedure and to a standard agreed by the competent authority. In addition to the necessary expertise related to the job function, competency must include an understanding of safety management and human factors principles appropriate to the person’s function and responsibilities in the organisation.

ED Decision 2020/002/R

ACCOUNTABLE MANAGER

Accountable manager is normally intended to mean the chief executive officer of the CAMO, who by virtue of his or her position, has overall (including in particular financial) responsibility for running the organisation. The accountable manager may be the accountable manager for more than one organisation, and is not necessarily required to be knowledgeable on technical matters, as the CAME defines the continuing airworthiness standards. When the accountable manager is not the chief executive officer, the organisation should demonstrate to the competent authority that the accountable manager has direct access to the chief executive officer and has the necessary funding allocation for the continuing airworthiness management activities sought.

ED Decision 2020/002/R

MANAGEMENT STRUCTURE FOR CONTINUING AIRWORTHINESS MANAGEMENT

The person or group of persons nominated under point CAMO.A.305(a)(3) with the responsibility for ensuring compliance should represent the management structure of the organisation, and be responsible for the daily operation of the organisation, for all continuing airworthiness management functions.

Dependent on the size of the operation and the organisational set-up, the continuing airworthiness management functions may be divided under individual managers or combined in any number of ways.

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RESPONSIBILITY FOR ENSURING COMPLIANCE

The person(s) nominated in accordance with CAMO.A.305(a)(3) are responsible, in the day-to-day continuing airworthiness management activities, for ensuring that the organisation personnel work in accordance with the applicable procedures and regulatory requirements.

These nominated persons should demonstrate a complete understanding of the applicable regulatory requirements, and ensure that the organisation’s processes and standards accurately reflect the applicable requirements. It is their role to ensure that compliance is proactively managed, and that any early warning signs of non-compliance are documented and acted upon.

ED Decision 2020/002/R

SAFETY MANAGEMENT AND COMPLIANCE MONITORING FUNCTION

(a)Safety management

If more than one person is designated for the development, administration and maintenance of effective safety management processes, the accountable manager should identify the person who acts as the unique focal point, i.e. the ‘safety manager’.

The functions of the safety manager should be to:

(i)facilitate hazard identification, risk assessment and management;

(ii)monitor the implementation of actions taken to mitigate risks, as listed in the safety action plan, unless action follow-up is addressed by the compliance monitoring function;

(iii)provide periodic reports on safety performance to the safety review board (the functions of the safety review board are those defined in AMC1 CAMO.A.200(a)(1));

(iv)ensure the maintenance of safety management documentation;

(v)ensure that there is safety training available, and that it meets acceptable standards;

(vi)provide advice on safety matters; and

(vii)ensure the initiation and follow-up of internal occurrence investigations.

(b) Compliance monitoring function

If more than one person is designated for the compliance monitoring function, the accountable manager should identify the person who acts as the unique focal point, i.e. the ‘compliance monitoring manager’.

(1)The role of the compliance monitoring manager should be to ensure that:

(i)the activities of the organisation are monitored for compliance with the applicable requirements and any additional requirements as established by the organisation, and that these activities are carried out properly under the supervision of the nominated persons referred to in points CAMO.A.305(a)(3) to (a)(5).

(ii)any contracted maintenance is monitored for compliance with the contract or work order;

(iii)an audit plan is properly implemented, maintained, and continually reviewed and improved; and

(iv)corrections and corrective actions are requested as necessary.

(2)The compliance monitoring manager should:

(i)not be one of the persons referred to in point CAMO.A.305(a)(3);

(ii)be able to demonstrate relevant knowledge, background and appropriate experience related to the activities of the organisation, including knowledge and experience in compliance monitoring; and

(iii)have access to all parts of the organisation, and as necessary, any subcontracted organisation.

(c)If the functions related to compliance monitoring or safety management are combined with other duties, the organisation should ensure this does not result in any conflicts of interest. In particular, the compliance monitoring function should be independent from the continuing airworthiness management functions.

(d)If the same person is designated to manage both the compliance monitoring function and safety management-related processes and tasks, the accountable manager, with regard to his or her direct accountability for safety, should ensure that sufficient resources are allocated to both functions, taking into account the size of the organisation, and the nature and complexity of its activities.

(e)Subject to a risk assessment and/or mitigation actions, and agreement by the competent authority, with due regard to the size of the organisation and the nature and complexity of its activities, the compliance monitoring manager role and/or safety manager role may be exercised by the accountable manager, provided that he or she has demonstrated the related competency as defined in point (b)(2)(ii).

ED Decision 2020/002/R

SAFETY MANAGER

(a)Depending on the size of the organisation and the nature and complexity of its activities, the safety manager may be assisted by additional safety personnel in performing all the safety management tasks as defined in AMC1 CAMO.A.200(a)(1).

(b)Regardless of the organisational set-up, it is important that the safety manager remains the unique focal point for the development, administration, and maintenance of the organisation’s safety management processes.

ED Decision 2022/017/R

When a CAMO is contracted (in accordance with point M.A.201(ea)) by one or more operators that form part of a single air carrier business grouping but not of the same legal entity, those operator(s) and CAMO do not have to appoint the same accountable manager.

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POST HOLDER

(a)When the licensed air carrier intends to nominate a CAMO post holder who is also employed by a Part-145 organisation, it should justify why such nomination is being made and support it through a risk assessment and/or mitigation actions.

(b)This paragraph only applies to contracted maintenance and therefore does not affect situations where the organisation approved under Part-145 and the air carrier licensed in accordance with Regulation (EC) No 1008/2008 are the same organisation.

ED Decision 2022/011/R

KNOWLEDGE, BACKGROUND AND EXPERIENCE OF NOMINATED PERSON(S)

The person or persons nominated in accordance with points CAMO.A.305(a) and CAMO.A.305(b) should have:

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

(b) a comprehensive knowledge of:

(i)relevant parts of operational requirements and procedures;

(ii)the AOC holder's operations specifications when applicable;

(iii)the need for, and content of, the relevant parts of the AOC holder's operations manual when applicable.

(c) knowledge of:

(i) HF principles;

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

(d)5 years of relevant work experience, of which at least 2 years should be from the aeronautical industry in an appropriate position;

(e)a relevant engineering degree or an aircraft maintenance technician qualification with additional education that is acceptable to the competent authority. ‘Relevant engineering degree’ means an engineering degree from aeronautical, mechanical, electrical, electronic, avionics or other studies that are relevant to the maintenance and/or continuing airworthiness of aircraft/aircraft components;

The above recommendation may be replaced by 5 years of experience in addition to those already recommended by paragraph (d) above. These 5 years should cover an appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks;

For the person to be nominated in accordance with point (a)(4) or (a)(5) of point CAMO.A.305, in the case where the organisation holds one or more additional organisation certificates within the scope of Regulation (EU) 2018/1139 and that person has already an equivalent position (i.e. compliance monitoring manager, safety manager) under the additional certificate(s) held, the provisions set out in the first two paragraphs of point (e) may be replaced by the completion of a specific training programme acceptable to the competent authority to gain an adequate understanding of maintenance standards and continuing airworthiness concepts and principles.

(f)thorough knowledge of the organisation's CAME;

(g)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 and could be provided by a Part-147 organisation, by the manufacturer, or by any other organisation accepted by the competent authority.

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

For all balloons and any other aircraft of 2 730 kg MTOM or less, the formalised training courses may be replaced by a demonstration of the required knowledge by providing documented evidence, or by an assessment performed by the competent authority. This assessment should be recorded.

(h)knowledge of maintenance methods;

(i)knowledge of the applicable regulations.

ED Decision 2020/002/R

SUFFICIENT NUMBER OF PERSONNEL

(a)The actual number of persons to be employed and their necessary qualifications is dependent upon the tasks to be performed and thus dependent on the size, nature and complexity of the organisation (general aviation aircraft, corporate aircraft, number of aircraft and the aircraft types, complexity of the aircraft and their age and for commercial air transport, route network, line or charter, ETOPS) and the amount and complexity of maintenance contracting. Consequently, the number of persons needed, and their qualifications may differ greatly from one organisation to another and a simple formula covering the whole range of possibilities is not feasible.

(b)To implement a system to plan the availability of staff and to enable the competent authority to accept the number of persons and their qualifications, the organisation should make an analysis of the tasks to be performed, the way in which it intends to divide and/or combine these tasks, indicate how it intends to assign responsibilities and establish the number of man/hours and the qualifications needed to perform the tasks. This analysis should be kept up to date and reviewed in case of significant changes to the organisation.

(c)In addition, as part of its management system in accordance with point CAMO.A.200, the organisation should have a procedure to assess and mitigate risks:

(1) when actual staff availability is less than the planned staffing level for any particular work shift or period;

(2) in case of a temporary increase of the proportion of contracted staff for the purpose of meeting specific operational needs.

ED Decision 2020/002/R

PERSONS AUTHORISED TO EXTEND AIRWORTHINESS REVIEW CERTIFICATES

The approval by the competent authority of the exposition, containing, as specified in point CAMO.A.300(a)(5), the list of point CAMO.A.305(f) personnel authorised to extend airworthiness review certificates, constitutes their formal acceptance by the competent authority and also their formal authorisation by the organisation.

Airworthiness review staff are automatically recognised as persons with authority to extend an airworthiness review certificate in accordance with points CAMO.A.125(e)(1), M.A.901(f) and ML.A.901(c).

ED Decision 2022/017/R

COMPETENCY ASSESSMENT OBJECTIVES

The procedure referred to in point CAMO.A.305(g) should require amongst others that technical support personnel such as, planners, engineers, and technical record staff, supervisors, post-holders, airworthiness review staff, whether employed or contracted, are assessed for competency before unsupervised work commences and competency is controlled on a continuous basis.

Competency should be assessed by the evaluation of:

•on-the-job performance and/or testing of knowledge by appropriately qualified personnel;

•records for basic, organisational, and/or product type and differences training; and

•experience records.

Validation of the above could include a confirmation check with the organisation(s) that issued such document(s). For that purpose, experience/training may be recorded in a document such as a log book.

As a result of this assessment, an individual’s qualification should determine:

•which level of ongoing supervision would be required and whether unsupervised work could be permitted;

•whether there is a need for additional training.

A record should be kept of each individual’s qualifications and competency assessment (refer also to point CAMO.A.220(c)). This should include copies of all documents that attest to their qualifications, such as an authorisation held, as applicable.

For a proper competency assessment of its personnel, the organisation should consider the following:

(a)In accordance with the job function, adequate initial and recurrent training should be provided and recorded to ensure continued competency so that it is maintained throughout the duration of the employment/contract.

(b)All staff should be able to demonstrate knowledge of, and compliance with, the CAMO procedures, as applicable to their duties.

(c)All staff should be able to demonstrate an understanding of safety management principles including HF, related to their job function and be trained as per AMC3 CAMO.A.305(g).

(d)To assist in the assessment of competency and to establish the training needs analysis, job descriptions are recommended for each job function in the organisation. Job descriptions should contain sufficient criteria to enable the required competency assessment.

(e)Criteria should allow the assessment to establish that, among other aspects (titles might be different in each organisation):

(1)Managers are able to properly manage processes, resources and priorities described in their assigned duties, accountabilities and responsibilities in accordance with the safety policy and objectives and in compliance with the applicable requirements and procedures.

(2)Maintenance programme engineers are able to interpret source data (norms, data issued by the holder of a design approval or by the competent authority, etc.) and use them to develop the aircraft maintenance programme.

(3)Engineering staff are able to interpret source data (norms, data issued by the holder of a design approval or by the competent authority, etc.) and use them as needed (e.g. to make work cards).

(4)Planners are able to organise maintenance activities in an effective and timely manner.

(5)Compliance monitoring staff are able to monitor compliance with this Regulation and to identify non-compliances in an effective and timely manner so that the organisation may remain in compliance with this Regulation.

(6)Staff who have been designated safety management responsibilities are familiar with the relevant processes in terms of hazard identification, risk management, and the monitoring of safety performance.

(7)All staff are familiar with the safety policy and the procedures and tools that can be used for internal safety reporting.

(8)If the CAMO is contracted by air carriers forming part of a single air carrier business grouping (in accordance with point M.A.201(ea)), the CAMO should ensure that all relevant personnel have sufficient skills in the agreed common language, e.g. English.

(f)The competency assessment should be based upon the procedure specified in AMC2 CAMO.A.305(g).

ED Decision 2020/002/R

COMPETENCY ASSESSMENT PROCEDURE

(a)The organisation should develop a procedure that describes the process for conducting competency assessment of personnel. The procedure should specify:

(1)the persons who are responsible for this process;

(2)when the assessment should take place;

(3)how to give credit from previous assessments;

(4)how to validate qualification records;

(5)the means and methods to be used for the initial assessment;

(6)the means and methods to be used for the continuous control of competency, including to gather feedback on the performance of personnel;

(7)the aspects of competencies to be observed during the assessment in relation to each job function;

(8)the actions to be taken if the assessment is not satisfactory; and

(9)how to record assessment results.

(b)Competency may be assessed by having the person work under the supervision of another qualified person for a sufficient time to arrive at a conclusion. Sufficient time could be as little as a few weeks if the person is fully exposed to relevant work. The person need not be assessed against the complete spectrum of their intended duties. If the person has been recruited from another approved CAMO, it is reasonable to accept a written confirmation from the previous organisation.

(c)All prospective continuing airworthiness management staff should be assessed for their competency related to their intended duties.

ED Decision 2020/002/R

SAFETY TRAINING (INCLUDING HUMAN FACTORS)

(a)With respect to the understanding of the application of safety management principles (including HF), all organisation personnel should be assessed for the need to receive initial safety training.

Personnel involved in the delivery of the basic continuing airworthiness management services of the organisation should receive both initial and recurrent safety training, appropriate for their responsibilities.

This should include at least the following staff members:

nominated persons, line managers;

persons involved in any compliance monitoring and/or safety management related processes and tasks, including application of HF principles, internal investigations and safety training;

airworthiness review staff;

technical support personnel such as, planners, engineers, and technical record staff;

personnel involved in developing and amending/reviewing the AMP, in assessing its effectiveness and/or working on reliability programme; and

contract staff in the above categories.

The generic term ‘line managers’ refers to departmental head or person responsible for operational departments or functional units directly involved in the delivery of the basic continuing airworthiness management services of the organisation.

(b)Initial safety training should cover all the topics of the training syllabus specified in GM2 CAMO.A.305(g) either as a dedicated course or else integrated within other training. The syllabus may be adjusted to reflect the particular nature of the organisation. The syllabus may also be adjusted to suit the particular nature of work for each function within the organisation.

Initial safety training compliant with the organisation’s training standards should be provided to personnel identified in accordance with point (a) of this AMC within 6 months of joining the organisation, but temporary staff may need to be trained shortly after joining the organisation to cope with the duration of employment. Personnel being recruited from another organisation, and temporary staff should be assessed for the need to receive any additional safety training.

(c)The purpose of recurrent safety training is primarily to ensure that staff remain current in terms of SMS principles and HF, and also to collect feedback on safety and HF issues. Consideration should be given to involving compliance monitoring staff and key safety management personnel in this training to provide a consistent presence and facilitate feedback. There should be a procedure to ensure that feedback is formally reported by the trainers through the internal safety reporting scheme to initiate action where necessary.

Recurrent safety training should be delivered either as a dedicated course or else integrated within other training. It should be of an appropriate duration in each 2-year period, in relation to the relevant compliance monitoring audit findings and other internal/external sources of information available to the organisation on safety and HF issues.

(d)Safety training may be conducted by the organisation itself, independent trainers, or any training organisations acceptable to the competent authority.

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OTHER TRAININGS

(a)The organisation should assess the need for particular training; for example, with regard to the competency standards established in AMC 20-22 ‘Electrical Wiring Interconnection System’ (EWIS), the AMC 20-20 ‘Continuing Structural Integrity Programme’ or ‘Critical Design Configuration Control’ (CDCCL).

(b)Guidance on fuel tank safety training is provided in Appendix III to AMC4 CAMO.A.305(g).

(c)Those responsible for managing the compliance monitoring function should receive training on this task. Such training should cover the requirements of compliance monitoring, manuals and procedures related to the task, audit techniques, reporting, and recording.

(d)Personnel involved in developing and amending/reviewing the AMP, in assessing its effectiveness and/or working on reliability programme, should have knowledge of or be trained on statistical analysis and reliability method and the applicable methodology used in developing, as part of the instructions for continuing airworthiness (ICA), the manufacturer recommended maintenance programme (such as maintenance steering group logic).

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INITIAL AND RECURRENT TRAINING

(a)Adequate initial and recurrent training should be provided and recorded to ensure that staff remain competent.

(b)Recurrent training should take into account certain information reported through the internal safety reporting scheme (see point (c)(3) of AMC1 CAMO.A.202).

ED Decision 2020/002/R

SAFETY TRAINING (INCLUDING HUMAN FACTORS)

(a)The scope of the safety training and the related training programme will differ significantly depending on the size and complexity of the organisation. Safety training should reflect the evolving management system, and the changing roles of the personnel who make it work.

(b)In recognition of this, training should be provided to management and staff at least:

(1)during the initial implementation of safety management processes;

(2)for all new staff or personnel recently allocated to any safety management related task;

(3)on a regular basis to refresh their knowledge and to understand changes to the management system;

(4)when changes in personnel affect safety management roles, and related accountabilities, responsibilities, and authorities; and

NOTE: In the context of safety management, the term ‘authority’ is used in relation to the level of management in the organisation that is necessary to make decisions related to risk tolerability.

(5)when performing dedicated safety functions in domains such as safety risk management, compliance monitoring, internal investigations.

(c)Safety training is subject to the record-keeping requirements in point CAMO.A.220(c).

ED Decision 2020/002/R

TRAINING SYLLABUS FOR INITIAL SAFETY TRAINING

The training syllabus below identifies the topics and subtopics that should be addressed during the safety training.

The CAMO may combine, divide, or change the order of any of the subjects in the syllabus to suit its own needs, as long as all the subjects are covered to a level of detail that is appropriate for the organisation and its personnel, including the varying level of seniority of that personnel.

Some of the topics may be covered in separate training courses (e.g. health and safety, management, supervisory skills, etc.) in which case duplication of the training is not necessary.

Where possible, practical illustrations and examples should be used, especially accident and incident reports.

Topics should be related to existing legislation, where relevant. Topics should be related to existing guidance/advisory material, where relevant (e.g. ICAO HF Digests and Training Manual).

Topics should be related to continuing airworthiness management and maintenance engineering where possible; too much unrelated theory should be avoided.

1General/Introduction to safety management and HF

1.1Need to address safety management and HF

1.2Statistics

1.3Incidents

1a.Safety risk management

1a.1.Hazard identification

1a.2.Safety risk assessment

1a.3.Risk mitigation and management

1a.4.Effectiveness of safety risk management

2Safety Culture/Organisational factors

2.1Justness/Trust

2.2Commitment to safety

2.3Adaptability

2.4Awareness

2.5Behaviour

2.6 Information

3Human error

3.1Error models and theories

3.2Types of errors in continuing airworthiness management and maintenance tasks

3.3Violations

3.4Implications of errors

3.5Avoiding and managing errors

3.6Human reliability

4Human performance & limitations

4.1Vision

4.2Hearing

4.3Information-processing

4.4Attention and perception

4.5Situational awareness

4.6Memory

4.7Claustrophobia and physical access

4.8Motivation

4.9Fitness/Health

4.10Stress

4.11Workload management

4.12Fatigue

4.13Alcohol, medication, drugs

4.14Physical work

4.15Repetitive tasks/complacency

5Environment

5.1Peer pressure

5.2Stressors

5.3Time pressure and deadlines

5.4Workload

5.5Shift work

5.6Noise and fumes

5.7Illumination

5.8Climate and temperature

5.9Motion and vibration

5.10Complex systems

5.11Other hazards in the workplace

5.12Lack of manpower

5.13Distractions and interruptions

6Procedures, information, tools and practices

6.1Visual inspection

6.2Work logging and recording

6.3Procedure — practice/mismatch/norms

6.4Technical documentation — access and quality

7Communication

7.1Shift/Task handover

7.2Dissemination of information

7.3Cultural differences

8Teamwork

8.1Responsibility

8.2Management, supervision and leadership

8.3Decision-making

9Professionalism and integrity

9.1Keeping up to date; currency

9.2Avoiding error-provoking behaviour

9.3Assertiveness

10Organisation’s safety programme

10.1Safety policy and objectives, just culture principles

10.2Reporting errors and hazards, internal safety reporting scheme

10.3Investigation process

10.4Action to address problems

10.5Feedback and safety promotion

ED Decision 2020/002/R

COMPETENCY OF THE SAFETY MANAGER

The competency of a safety manager should include, but not be limited to, the following:

(a) knowledge of ICAO standards and European requirements on safety management;

(b) an understanding of management systems, including compliance monitoring systems;

(c) an understanding of risk management;

(d) an understanding of safety investigation techniques and root cause methodologies;

(e) an understanding of HF;

(f) understanding and promotion of a positive safety culture;

(g) operational experience related to the activities of the organisation;

(h) safety management experience;

(i) interpersonal and leadership skills, and the ability to influence staff;

(j) oral and written communications skills;

(k)data management, analytical and problem-solving skills.

CAMO.A.310 Airworthiness review staff qualifications

Regulation (EU) 2019/1383

(a)Airworthiness review staff issuing airworthiness review certificates or recommendations in accordance with point (e) of point CAMO.A.125 and, if applicable, issuing permits to fly in accordance with point (f) of point CAMO.A.125 shall have:

(1)at least 5 years of experience in continuing airworthiness;

(2)acquired an appropriate licence in compliance with Annex (III) Part-66 or an aeronautical degree or a national equivalent;

(3)received formal aeronautical maintenance training;

(4)held a position within the approved organisation with appropriate responsibilities.

(b) Notwithstanding points (a)(1), (a)(3) and (a)(4), the requirement laid down in point (a)(2) may be replaced with 5 years of experience in continuing airworthiness additional to those already required by point (a)(1).

(c)Airworthiness review staff nominated by the organisation can only be issued an authorisation by that organisation when formally accepted by the competent authority after satisfactory completion of an airworthiness review under the supervision of the competent authority, or under the supervision of the organisation’s authorised airworthiness review staff, in accordance with a procedure approved by the competent authority as part of the CAME.

(d)The organisation shall ensure that aircraft airworthiness review staff can demonstrate appropriate, recent continuing airworthiness management experience.

ED Decision 2020/002/R

GENERAL

(a)Airworthiness review staff are only required if the CAMO wants to be granted CAMO.A.125(e) airworthiness review and, if applicable, CAMO.A.125(f) permit to fly privileges.

(b)‘Experience in continuing airworthiness’ means any appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks.

(c)A person qualified according to AMC1 CAMO.A.305(c) subparagraph (e) should be considered as holding the equivalent to an aeronautical degree.

(d)An appropriate licence in compliance with Annex III (Part-66) is any one of the following:

a category B1 or L licence in the subcategory of the aircraft reviewed, or

a category B2 or C licence, or

in the case of piston-engine non-pressurised aeroplanes of 2 000 kg MTOM and below, a category B3 licence.

It is not necessary to satisfy the experience requirements of Part-66 at the time of the review.

(e)To hold a position with appropriate responsibilities means the airworthiness review staff should have a position in the organisation independent from the airworthiness management process or with overall authority on the airworthiness management process of complete aircraft.

Independence from the airworthiness management process may be achieved, among other ways, as follows:

By being authorised to perform airworthiness reviews only on aircraft for which the person has not participated in their management. For example, performing airworthiness reviews on a specific aircraft type, while being involved in the continuing airworthiness management of a different aircraft type.

A CAMO holding a maintenance organisation approval may nominate maintenance personnel from their maintenance organisation as airworthiness review staff, as long as they are not involved in the airworthiness management of the aircraft. These personnel should not have been involved in the release to service of that particular aircraft (other than maintenance tasks performed during the physical survey of the aircraft or performed as a result of findings discovered during such physical survey) to avoid possible conflict of interests.

By nominating as airworthiness review staff personnel from the compliance monitoring department of the CAMO.

Overall authority on the airworthiness management process of complete aircraft may be achieved, among other ways, as follows:

By nominating as airworthiness review staff the accountable manager or the nominated post holder.

By being authorised to perform airworthiness reviews only on those particular aircraft for which the person is responsible for the complete continuing airworthiness management process.

In the case of one-man organisations, this person has always overall authority. This means that this person can be nominated as airworthiness review staff.

ED Decision 2020/002/R

FORMAL AERONAUTICAL MAINTENANCE TRAINING

Formal aeronautical maintenance training means training (internal or external) supported by evidence on the following subjects:

•Relevant parts of initial and continuing airworthiness regulations;

•Relevant parts of operational requirements and procedures, if applicable;

•The organisation’s continuing airworthiness management exposition;

•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 and could be provided by a Part-147 organisation, by the manufacturer, or by any other organisation accepted by the competent authority.

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

•Maintenance methods.

ED Decision 2020/002/R

FORMAL ACCEPTANCE BY THE COMPETENT AUTHORITY

The approval by the competent authority of the CAME, containing, as specified in point CAMO.A.300(a)(8), the nominative list of CAMO.A.305(e) personnel, constitutes the formal acceptance by the competent authority of the airworthiness review staff.

If the airworthiness review is performed under the supervision of existing airworthiness review staff, evidence should be provided to the competent authority.

The inclusion of an airworthiness review staff in such CAME list also constitutes the formal authorisation by the organisation.

ED Decision 2020/002/R

RECENT EXPERIENCE AND VALIDITY

In order to keep the validity of the airworthiness review staff authorisation, the airworthiness review staff should have either:

•been involved in continuing airworthiness management activities for at least 6 months in every 2-year period, or

•conducted at least one airworthiness review in the last 12-month period.

In order to restore the validity of the authorisation, the airworthiness review staff should conduct at a satisfactory level an airworthiness review under the supervision of the competent authority or, if accepted by the competent authority, under the supervision of another currently authorised airworthiness review staff of the continuing airworthiness management organisation concerned in accordance with an approved procedure.

Regulation (EU) 2020/270

(a)The organisation shall ensure that all continuing airworthiness management is carried out in accordance with Section A, Subpart C of Annex I (Part-M), or Section A Subpart C of Annex Vb (Part-ML), as applicable.

(b) For every aircraft managed, the organisation shall in particular:

(1) ensure that an aircraft maintenance programme including any applicable reliability programme, as required by point M.A.302 or ML.A.302 as applicable, is developed and controlled;

(2)for aircraft not used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, provide a copy of the aircraft maintenance programme to the owner or operator responsible in accordance with point M.A.201 or ML.A.201 as applicable;

(3)ensure that data used for any modification and repairs complies with points M.A.304 or ML.A.304 as applicable;

(4) for all complex motor-powered aircraft or aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, establish a procedure to assess non-mandatory modifications and/or inspections and decide on their application, making use of the organisation’s safety risk management process as required by point (a)(3) of point CAMO.A.200;

(5)ensure that the aircraft, engine(s), propeller(s) and components thereof are taken to an appropriately approved maintenance organisation referred to in Subpart F of Annex I (Part-M), Annex II (Part-145) or Annex Vd (Part-CAO) whenever necessary;

(6)order maintenance, supervise activities, and coordinate related decisions to ensure that any maintenance is carried out properly and is appropriately released for the determination of aircraft airworthiness.

(c) Where the organisation is not appropriately approved in accordance with Subpart F of Annex I (Part-M), Annex II (Part-145) or Annex Vd (Part-CAO) it shall, in consultation with the operator, manage the written maintenance contracts required by points (e)(3), (f)(3), (g)(3) and (h)(3) of M.A.201 or point ML.A.201 to ensure that:

(1)all maintenance is ultimately carried out by an appropriately approved maintenance organisation;

(2)the functions required under points (b), (c), (f) and (g) of point M.A.301 of Annex I (PartM) or point ML.A.301 of Annex Vb (Part-ML), as applicable, are clearly specified.

(d)Notwithstanding point (c), the contract may be in the form of individual work orders addressed to the maintenance organisation in the case of:

(1)an aircraft requiring unscheduled line maintenance;

(2)component maintenance, including engine and propeller maintenance, as applicable.

(e)The organisation shall ensure that human factors and human performance limitations are taken into account during continuing airworthiness management, including all contracted and subcontracted activities.

ED Decision 2020/002/R

The CAMO should have adequate knowledge of the design information and aircraft configuration (type specification, customer options, airworthiness directives (ADs), airworthiness limitations contained in the aircraft ICA, modifications, repairs, operational and emergency equipment) and of the required and performed maintenance. The status of aircraft configuration and maintenance should be adequately documented to support the management system.

For CS-25 aeroplanes, adequate knowledge of the airworthiness limitations should cover those contained in CS-25 Book 1, Appendix H, paragraph H25.4 and fuel tank system airworthiness limitations including critical design configuration control limitations (CDCCL).

ED Decision 2020/002/R

AIRCRAFT MAINTENANCE PROGRAMME

In accordance with M.A.302 and ML.A.302, the CAMO requirement to ‘control’ the AMP includes in particular:

(i) in the case of aircraft complying with Part-ML, the approval of the AMP and its amendments;

(ii) in the case of aircraft complying with Part-M, the presentation of the AMP and its amendments to the competent authority for approval, unless the approval is covered by an indirect approval procedure in accordance with M.A.302(c).

ED Decision 2020/002/R

When managing the approval of modifications or repairs, the organisation should ensure that CDCCL are taken into account.

ED Decision 2020/002/R

ASSESSMENT OF NON-MANDATORY INFORMATION

The CAMO managing the continuing airworthiness of the aircraft should establish and work according to a policy, which assesses non-mandatory information (modification or inspections) related to the airworthiness of the aircraft. Non-mandatory information refers to service bulletins, service letters and other information that is produced for the aircraft and its components by an approved design organisation, the manufacturer, the competent authority or the Agency.

ED Decision 2020/002/R

This requirement means that the CAMO is 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.

ED Decision 2023/013/R

(a)As provided for in M.A.201 or ML.A.201, when the operator is approved as a CAMO, or when the operator/owner contracts a CAMO, this CAMO is in charge of the continuing airworthiness management and this includes the tasks specified:

for Part-M aircraft, in M.A.301 points (b), (c), (e), (f), (g) and (h);

for Part-ML aircraft, in ML.A.301 points (b), (c), (d) and (e).

If the CAMO does not hold the appropriate maintenance organisation approval (Part-M Subpart F, Part-CAO or a Part-145 approval), then the CAMO should conclude a contract with the appropriate organisation(s).

(b)The CAMO bears the responsibility for the airworthy condition of the aircraft for which it performs the continuing airworthiness management. Thus, it should be satisfied before the intended flight that all required maintenance has been properly carried out.

(c)The CAMO should agree with the operator on the process to select a maintenance organisation before concluding any contract with a maintenance organisation.

(d)The fact that the CAMO has contracted a maintenance organisation should not prevent it from checking at the maintenance facilities on any aspect of the contracted work to fulfil its responsibility for the airworthiness of the aircraft.

(e)The contract between the CAMO and the maintenance organisation(s) should specify in detail the responsibilities and the work to be performed by each party.

(f)Both the specification of work and the assignment of responsibilities should be clear, unambiguous and sufficiently detailed to ensure that no misunderstanding arises between the parties concerned that could result in a situation where work that has an effect on the airworthiness or serviceability of aircraft is not or will not be properly performed.

(g)Special attention should be paid to procedures and responsibilities to ensure that all maintenance work is performed, service bulletins are analysed, and decisions are taken on their accomplishment, airworthiness directives are accomplished on time and that all work, including non-mandatory modifications, is carried out to approved or declared (in accordance with Part 21 Light Subpart C) data and to the latest standards.

(h)Appendix IV to AMC1 CAMO.A.315(c) gives further details on the subject.

ED Decision 2020/002/R

MAINTENANCE CONTRACT WITH ANOTHER CAMO/OPERATOR

(a)The purpose of point CAMO.A.315(c) is to ensure that all maintenance is carried out by an appropriately approved maintenance organisation. It is acceptable to contract another operator/CAMO (secondary operator/CAMO) that does not hold a maintenance organisation approval when it proves that such a contract is in the interest of the CAMO by simplifying the management of its maintenance, and the CAMO keeps an appropriate control of it. In this case, the CAME should include appropriate procedures to ensure that all maintenance is ultimately carried out on time by approved maintenance organisations in accordance with appropriate maintenance data. In particular, the compliance monitoring and safety risk management procedures should place great emphasis on monitoring compliance with the above and ensuring proper hazard identification, and management of risks associated with such contracting. The list of approved maintenance organisations, or a reference to this list, should be included in the CAME.

(b)This contract should not preclude the CAMO from ensuring that all maintenance is performed by appropriately approved organisations which comply with M.A.201 or ML.A.201. Typical arrangements are the following:

Component maintenance:

The CAMO may find it more appropriate to have a primary contractor (the secondary operator/CAMO) dispatching the components to appropriately approved organisations rather than sending themselves different types of components to various maintenance organisations approved under Part-145. The benefit for the CAMO is that the management of maintenance is simplified by having a single point of contact for component maintenance. The CAMO remains responsible for ensuring that all maintenance is performed by maintenance organisations approved under Part-145 and in accordance with appropriate maintenance data.

Aircraft, engine and component maintenance:

The CAMO may wish to have a maintenance contract with a secondary operator/CAMO not approved as maintenance organisation for the same type of aircraft. A typical case is that of a dry-leased aircraft between operators where the parties, for consistency or continuity reasons (especially for short-term lease agreements), find it appropriate to keep the aircraft under the current maintenance arrangement. Where this arrangement involves various maintenance organisations, it might be more manageable for the lessee CAMO to have a single maintenance contract with the lessor operator/CAMO. Whatever type of acceptable maintenance contract is concluded, the CAMO is required to exercise the same level of control on contracted maintenance, particularly through the person(s) nominated under point CAMO.A.305(a) and the management system as referred to in CAMO.A.200.

ED Decision 2020/002/R

LINE MAINTENANCE CONTRACT

For line maintenance, the actual layout of the IATA Standard Ground Handling Agreement may be used as a basis, but this does not preclude the CAMO from ensuring that the content of the contract is acceptable and especially that the contract allows the CAMO to properly exercise its continuing airworthiness management responsibility. Those parts of the contract that have no effect on the technical or operational aspects of airworthiness are outside the scope of this paragraph.

ED Decision 2020/002/R

WORK ORDERS

The intent of this paragraph is that maintenance contracts are not necessary when the continuing airworthiness management exposition specifies that the relevant maintenance activity may be ordered through one-time work orders. This includes unscheduled line maintenance and may also include component maintenance up to engines, as long as the maintenance is manageable through work orders, in terms of both volume and complexity. It should be noted that this paragraph implies that even where base maintenance is ordered on a case-by-case basis, there should be a written maintenance contract.

CAMO.A.320 Airworthiness review

Regulation (EU) 2019/1383

When the organisation approved in accordance with point (e) of point CAMO.A.125 performs airworthiness reviews, they shall be performed in accordance with point M.A.901 of Annex I (Part-M) or point ML.A.903 of Annex Vb (Part-ML), as applicable.

Regulation (EU) 2020/270

The organisation shall hold and use applicable current maintenance data in accordance with point M.A.401 of Annex I (Part-M) or point ML.A.401 of Annex Vb (Part-ML), as applicable, for the performance of continuing airworthiness tasks referred to in point CAMO.A.315 of this Annex (PartCAMO). That data may be provided by the owner or the operator, subject to an appropriate contract being established with such an owner or operator. In such case, the continuing airworthiness management organisation shall only keep such data for the duration of the contract, except when otherwise required by point CAMO.A.220(a).

ED Decision 2020/002/R

MAINTENANCE DATA PROVIDED BY THE CUSTOMER

When using maintenance data provided by the customer, the CAMO is responsible for ensuring that this data is current. As a consequence, it should establish appropriate procedures or provisions in the contract with the customer.

ED Decision 2020/002/R

MAINTENANCE DATA PROVIDED BY THE CUSTOMER

The sentence ‘except when otherwise required by point (a) of point CAMO.A.220’ refers to, in particular, the need to keep a copy of the customer data which was used to perform continuing airworthiness activities not only during the contract period but also, if considered as record pursuant to point CAMO.A.220(a)(2), for the period specified in point CAMO.A.220(a)(5).

ED Decision 2020/002/R

Point CAMO.A.325 refers to ‘continuing airworthiness tasks referred to in point CAMO.A.315’. As a consequence, this covers continuing airworthiness management tasks but not airworthiness reviews.

Airworthiness review requirements are indicated in point CAMO.A.320 and the requirements for the corresponding record retention are contained in point CAMO.A.220.

SECTION B — AUTHORITY REQUIREMENTS

Regulation (EU) 2019/1383

This Section establishes the administrative and management system requirements to be followed by the competent authority in charge of the implementation and enforcement of Section A of this Annex.

Regulation (EU) 2019/1383

The competent authority shall provide all legislative acts, standards, rules, technical publications, and related documents to relevant personnel in order to allow them to perform their tasks and to discharge their responsibilities.

Regulation (EU) 2019/1383

(a)The Agency shall develop Acceptable Means of Compliance (‘AMC’) that may be used to establish compliance with Regulation (EU) 2018/1139 and its delegated and implementing acts.

(b)Alternative means of compliance may be used to establish compliance with Regulation (EU) 2018/1139 and its delegated and implementing acts

(c)The competent authority shall establish a system to consistently evaluate that all alternative means of compliance used by itself or by organisations under its oversight allow for the establishment of compliance with Regulation (EU) No 2018/1139 and its delegated and implementing acts.

(d)The competent authority shall evaluate all alternative means of compliance proposed by an organisation in accordance with point CAMO.A.120 by analysing the documentation provided and, if considered necessary, conducting an inspection of the organisation.

When the competent authority finds that the alternative means of compliance are in accordance with Regulation (EU) 2018/1139 and its delegated and implementing acts, it shall without undue delay:

(1)notify the applicant that the alternative means of compliance may be implemented and, if applicable, amend the approval or certificate of the applicant accordingly;

(2)notify the Agency of their content, including copies of all relevant documentation.

(e)When the competent authority itself uses alternative means of compliance to achieve compliance with Regulation (EU) 2018/1139 and its delegated and implementing acts it shall:

(1)make them available to all organisations and persons under its oversight;

(2)without undue delay notify the Agency.

The competent authority shall provide the Agency with a full description of the alternative means of compliance, including any revisions to procedures that may be relevant, as well as an assessment demonstrating that they comply with Regulation (EU) 2018/1139 and its delegated and implementing acts.

ED Decision 2020/002/R

ALTERNATIVE MEANS OF COMPLIANCE

Alternative means of compliance that are used by a competent authority, or by a CAMO under its oversight, may be used by other competent authorities or another CAMO only if they are processed again in accordance with points CAMO.B.120(d) and (e).

Regulation (EU) 2023/203

(a)The competent authority shall, without undue delay, notify the Agency in case of any significant problems with the application of Regulation (EU) 2018/1139 and its delegated and implementing acts.

(b)The competent authority shall provide the Agency with safety-significant information stemming from the occurrence reports it has received pursuant to point CAMO.A.160.

(c)The competent authority of the Member State shall provide the Agency as soon as possible with safety- significant information stemming from the information security reports it has received pursuant to point IS.I.OR.230 of Annex II (Part-IS.I.OR) to Implementing Regulation (EU) 2023/203.

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

ED Decision 2020/002/R

EXCHANGE OF SAFETY-SIGNIFICANT INFORMATION WITH THE AGENCY

Each competent authority should appoint a coordinator to act as the contact point for the exchange of safety-significant information between the competent authority and the Agency.

ED Decision 2020/002/R

MEANING OF ‘SAFETY-SIGNIFICANT INFORMATION STEMMING FROM OCCURRENCE REPORTS’

‘Safety-significant information stemming from occurrence reports’ means:

(a) a conclusive safety analysis which summarises individual occurrence data and provides an in-depth analysis of a safety issue, and which may be relevant for the Agency’s safety action planning; and

(b) individual occurrence data for the cases where the Agency is the competent authority and which fulfils the reporting criteria of GM3 CAMO.B.125(b).

ED Decision 2020/002/R

RECOMMENDED CONTENT FOR CONCLUSIVE SAFETY ANALYSES

A conclusive safety analysis should contain the following:

(a)a detailed description of the safety issue, including the scenario in which the safety issue takes place; and

(b)an indication of the stakeholders affected by the safety issue, including types of operations and organisations;

and, as appropriate:

(c)a risk assessment establishing the severity and probability of all the possible consequences of the safety issue;

(d)information about the existing safety barriers that the aviation system has in place to prevent the likely safety issue consequences from occurring;

(e)any mitigating actions already in place or developed to deal with the safety issue;

(f)recommendations for future actions to control the risk; and

(g)any other element the competent authority considers essential for the Agency to properly assess the safety issue.

ED Decision 2020/002/R

OCCURRENCES WHERE THE AGENCY IS THE COMPETENT AUTHORITY

Occurrences related to organisations or products, certified by the Agency, should be notified to the Agency if:

(a)the occurrence is defined as a reportable occurrence in accordance with the applicable regulation;

(b)the organisation responsible for addressing the occurrence is certified by the Agency; and

(c)the Member State competent authority has come to the conclusion that:

(1)the organisation certified by the Agency to which the occurrence relates has not been informed of the occurrence; or

(2) the occurrence has not been properly addressed or has been left unattended by the organisation certified by the Agency.

Such occurrence data should be reported in a format compatible with the European Coordination Centre for Accident and Incident Reporting Systems (ECCAIRS) and should provide all relevant information for its assessment and analysis, including necessary additional files in the form of attachments.

Regulation (EU) 2019/1383

(a)Without prejudice to Regulation (EU) No 376/2014 and Implementing Regulation (EU) 2015/1018⁴⁸, the competent authority shall implement a system to appropriately collect, analyse, and disseminate safety information.

(b)The Agency shall implement a system to appropriately analyse any relevant safety information received, and without undue delay provide to Member States and the Commission any information, including recommendations or corrective actions to be taken, necessary for them to react in a timely manner to a safety problem involving products, parts, appliances, persons or organisations subject to Regulation (EU) 2018/1139 and its delegated and implementing acts.

(c)Upon receiving the information referred to in points (a) and (b), the competent authority shall take adequate measures to address the safety problem.

(d)Measures taken under point (c) shall immediately be notified to all persons or organisations which need to comply with them under Regulation (EU) 2018/1139 and its delegated and implementing acts. The competent authority shall also notify those measures to the Agency and, when combined action is required, the other Member States concerned.

Regulation (EU) 2023/203

(a)The competent authority shall implement a system to appropriately collect, analyse, and disseminate information related to information security incidents and vulnerabilities with a potential impact on aviation safety that are reported by organisations. This shall be done in coordination with any other relevant authorities responsible for information security or cybersecurity within the Member State to increase the coordination and compatibility of reporting schemes.

(b)The Agency shall implement a system to appropriately analyse any relevant safety-significant information received in accordance with point CAMO.B.125(c), and without undue delay provide the Member States and the Commission with any information, including recommendations or corrective actions to be taken, necessary for them to react in a timely manner to an information security incident or vulnerability with a potential impact on aviation safety involving products, parts, non-installed equipment, persons or organisations subject to Regulation (EU) 2018/1139 and its delegated and implementing acts.

(c)Upon receiving the information referred to in points (a) and (b), the competent authority shall take adequate measures to address the potential impact on aviation safety of the information security incident or vulnerability.

(d)Measures taken in accordance with point (c) shall immediately be notified to all persons or organisations that shall comply with them under Regulation (EU) 2018/1139 and its delegated and implementing acts. The competent authority of the Member State shall also notify those measures to the Agency and, when combined action is required, the competent authorities of the other Member States concerned.

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

ED Decision 2023/010/R

(c)To appropriately collect and analyse information related to information security incidents and vulnerabilities with a potential impact on aviation safety, the competent authority should implement means that ensure the necessary confidentiality.

(d)When disseminating information related to information security incidents and vulnerabilities with a potential impact on aviation safety, the competent authority should properly select the appropriate recipient(s) to prevent the content of a report from being exploited to the detriment of aviation safety, by revealing, for instance, uncorrected vulnerabilities.

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

ED Decision 2023/010/R

When deemed necessary, a two-step mechanism could be used: a report alerting about the information security event or incident and the availability of additional data that would require controlled and confidential distribution. This report should only alert recipients of the urgency and the necessity for organisations and competent authorities to establish further communication through secure means.

Therefore, the report should consist of two parts: one limited to mostly public information and one containing the sensitive data that should be restricted to the recipients who need to know. Wherever possible, reports should be based on an agreed taxonomy.

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

Regulation (EU) 2023/203

(a)The competent authority shall establish and maintain a management system, including as a minimum:

(1)documented policies and procedures to describe its organisation, means and methods to comply with Regulation (EU) 2018/1139 and its delegated and implementing acts. The procedures shall be kept up to date, and serve as the basic working documents within that competent authority for all related tasks;

(2)a sufficient number of personnel to perform its tasks and discharge its responsibilities. A system shall be in place to plan the availability of personnel, in order to ensure the proper completion of all tasks;

(3)personnel qualified to perform their allocated tasks and have the necessary knowledge, experience, initial and recurrent training to ensure continuing competency;

(4)adequate facilities and office accommodation to perform the allocated tasks;

(5)a function to monitor compliance of the management system with the relevant requirements and adequacy of the procedures including the establishment of an internal audit process and a safety risk management process. Compliance monitoring shall include a feedback system of audit findings to the senior management of the competent authority to ensure implementation of corrective actions as necessary;

(6)a person or group of persons ultimately responsible to the senior management of the competent authority for the compliance monitoring function.

(b)The competent authority shall, for each field of activity, including management system, appoint one or more persons with the overall responsibility for the management of the relevant task(s).

(c)The competent authority shall establish procedures for participation in a mutual exchange of all necessary information and assistance with other competent authorities concerned, including all findings raised and follow-up actions taken as a result of oversight of persons and organisations exercising activities in the territory of a Member State, but certified by the competent authority of another Member State or the Agency.

(d)A copy of the procedures related to the management system and their amendments shall be made available to the Agency for the purpose of standardisation and to the organisations subject to this Regulation, if so requested.

(e)In addition to the requirements contained in point (a), the management system established and maintained by the competent authority shall comply with Annex I (Part-IS.AR) to Implementing Regulation (EU) 2023/203 in order to ensure the proper management of information security risks which may have an impact on aviation safety.

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

ED Decision 2020/002/R

ORGANISATIONAL STRUCTURE

(a)In deciding upon the required organisational structure, the competent authority should review:

(1)the number of certificates to be issued, and the number and size of the potential CAMOs within that Member State;

(2)the possible use of qualified entities and of the resources of the competent authorities of other Member States to fulfil the continuing oversight obligations;

(3)the level of civil aviation activity, number and complexity of aircraft and the size of the Member State’s aviation industry; and

(4)the potential growth of activities in the field of civil aviation.

(b)The competent authority should retain effective control of important surveillance functions and should not delegate them in such a way that CAMOs, in effect, regulate themselves in airworthiness matters.

(c)The set-up of the organisational structure should ensure that the various tasks and obligations of the competent authority do not solely rely on individuals. The continuous and undisturbed fulfilment of these tasks and obligations of the competent authority should also be guaranteed in case of illness, accident or leave of individual employees.

ED Decision 2020/002/R

GENERAL

(a)The competent authority designated by each Member State should be organised in such a way that:

(1)there is specific and effective management authority in the conduct of all the relevant activities;

(2)the functions and processes described in the applicable requirements of Regulation (EU) 2018/1139 and its delegated and implementing acts, AMC, Certification Specifications (CSs), and Guidance Material (GM) may be properly implemented;

(3)the competent authority’s organisation and operating procedures for the implementation of the applicable requirements of Regulation (EU) 2018/1139 and its delegated and implementing acts are properly documented and applied;

(4)all the competent authority’s personnel who are involved in the related activities are provided with training where necessary;

(5)specific and effective provision is made for communicating and interfacing as necessary with EASA and the competent authorities of other Member States; and

(6)all the functions related to implementing the applicable requirements are adequately described.

(b)A general policy in respect of the activities related to the applicable requirements of Regulation (EU) 2018/1139 and its delegated and implementing acts should be developed, promoted, and implemented by the manager at the highest appropriate level; for example, the manager at the top of the functional area of the competent authority that is responsible for such activities.

(c)Appropriate steps should be taken to ensure that the policy is known and understood by all the personnel involved, and all the necessary steps should be taken to implement and maintain the policy.

(d)The general policy, whilst also satisfying the additional national regulatory responsibilities, should, in particular, take into account:

(1)the provisions of Regulation (EU) 2018/1139;

(2)the provisions of the applicable implementing rules and their AMC, CSs, and GM;

(3)the needs of industry; and

(4)the needs of EASA and of the competent authority.

(e)The policy should define specific objectives for the key elements of the organisation and processes for implementing the related activities, including the corresponding control procedures and the measurement of the achieved standard.

ED Decision 2020/002/R

DOCUMENTED POLICIES AND PROCEDURES

(a)The various elements of the organisation involved with the activities related to Regulation (EU) 2018/1139 and its delegated and implementing acts should be documented in order to establish a reference source for the establishment and maintenance of this organisation.

(b)The documented procedures should be established in a way that facilitates their use. They should be clearly identified, kept up to date, and made readily available to all the personnel who are involved in the related activities.

(c)The documented procedures should cover, as a minimum, all of the following aspects:

(1)policy and objectives;

(2)organisational structure;

(3)responsibilities and associated authority;

(4)procedures and processes;

(5)internal and external interfaces;

(6)internal control procedures;

(7)the training of personnel;

(8)cross-references to associated documents;

(9)assistance from other competent authorities or EASA (where required).

(d)It is likely that the information may be held in more than one document or series of documents, and suitable cross-referencing should be provided. For example, the organisational structure and job descriptions are not usually in the same documentation as the detailed working procedures. In such cases, it is recommended that the documented procedures should include an index of cross references to all such other related information, and the related documentation should be readily available when required.