Appendix I to AMC1 CAMO.A.115 — EASA Form 2
ED Decision 2020/002/R
The provisions of Appendix IX to AMC M.A.602 and AMC M.A.702 EASA Form 2 apply.
Appendix II to AMC1 CAMO.A.125(d)(3) — Subcontracting of continuing airworthiness management tasks
ED Decision 2021/009/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 type certificate holder’s limits.
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.
Appendix III to AMC4 CAMO.A.305(g) — Fuel Tank Safety training
ED Decision 2020/002/R
The provisions of Appendix XII to AMC1 M.B.102(c) apply.
Appendix IV to AMC1 CAMO.A.315(c) — Contracted maintenance
ED Decision 2020/002/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 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.
Appendix V to AMC2 CAMO.B.310(c) — EASA Form 13-CAMO
ED Decision 2020/002/R
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PART-CAMO APPROVAL RECOMMENDATION REPORT EASA FORM 13-CAMO |
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Part 1: General
Name of organisation:
Approval reference:
Requested approval rating/
EASA Form 14 or AOC dated*:
Other approvals held (if app.)
Address of facility(ies) audited: |
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Audit period: from |
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Date(s) of audit(s):
Audit reference(s):
Persons interviewed:
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Competent authority inspector(s):
Competent authority office: |
Signature(s):
Date of EASA Form 13-CAMO Part 1 completion: |
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*delete as appropriate |
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PART-CAMO APPROVAL RECOMMENDATION REPORT EASA FORM 13-CAMO |
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Part 2: Part-CAMO Compliance Audit Review |
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The five columns may be labelled and used as necessary to record the approval product line or facility, including subcontractor’s, reviewed. Against each column used of the following Part-CAMO subparagraphs please either tick () the box if satisfied with compliance, or cross (X) the box if not satisfied with compliance and specify the reference of the Part 4 finding next to the box, or enter N/A where an item is not applicable, or N/R when applicable but not reviewed. |
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certificate |
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problem |
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Continuing airworthiness |
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management exposition |
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qualifications |
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management |
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Airworthiness review |
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Continuing airworthiness |
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management data |
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PART-CAMO APPROVAL RECOMMENDATION REPORT EASA FORM 13-CAMO |
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Part 3: Compliance with PART-CAMO continuing airworthiness management exposition (CAME) Please either tick () the box if satisfied with compliance; or cross (x) if not satisfied with compliance and specify the reference of the Part 4 finding; or enter N/A where an item is not applicable; or N/R when applicable but not reviewed. |
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PART 0 |
General organisation, safety policy and objectives |
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0.1 |
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Safety policy, objectives and accountable manager statement |
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0.2 |
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General information and scope of work |
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0.3 |
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Management personnel |
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0.4 |
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Management organisation chart |
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0.5 |
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Procedure for changes requiring prior approval |
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0.6 |
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Procedure for changes not requiring prior approval |
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0.7 |
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Alternative means of compliance procedure (AltMoC) |
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PART 1 |
Continuing airworthiness management procedures |
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1.1 |
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Use of aircraft continuing airworthiness record system and if applicable, aircraft technical log (ATL) system |
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1.1a |
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MEL application |
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1.2 |
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Aircraft maintenance programmes(AMP) – development amendment and approval |
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1.3 |
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Continuing airworthiness records, responsibilities, retention, access |
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1.4 |
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Accomplishment and control of airworthiness directives |
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1.5 |
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Analysis of the effectiveness of the maintenance programme(s) |
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1.6 |
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Non-mandatory modification and inspections |
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1.7 |
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Repairs and modifications |
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1.8 |
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Defect reports |
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1.9 |
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Engineering activity |
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1.10 |
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Reliability programmes |
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1.11 |
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Pre-flight inspections |
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1.12 |
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Aircraft weighing |
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1.13 |
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Maintenance check flight procedures |
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PART 2 |
Management system procedures |
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2.1 |
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Hazard identification and safety risk management schemes |
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2.2 |
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Internal safety reporting and investigations |
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2.3 |
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Safety action planning |
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2.4 |
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Safety performance monitoring |
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2.5 |
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Change management |
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2.6 |
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Safety training and promotion |
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2.7 |
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Immediate safety action and coordination with operator’s emergency response plan (ERP) |
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2.8 |
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Compliance monitoring |
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2.8.1 |
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Audit plan and audits procedure |
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2.8.2 |
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Monitoring of continuing airworthiness management activities |
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2.8.3 |
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Monitoring of the effectiveness of the maintenance programme(s) |
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2.8.4 |
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Monitoring that all maintenance is carried out by an appropriate maintenance organisation |
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2.8.5 |
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Monitoring that all contracted maintenance is carried out in accordance with the contract, including subcontractors used by the maintenance contractor |
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2.8.6 |
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Compliance monitoring personnel |
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2.9 |
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Control of personnel competency |
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2.10 |
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Management system record-keeping |
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2.11 |
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Occurrence reporting |
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PART 3 |
Contracted Maintenance — management of maintenance |
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3.1 |
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Procedures for contracted maintenance |
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3.2 |
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Product audit of aircraft |
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PART 4 |
Airworthiness review procedures |
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4.1 |
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Airworthiness review staff |
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4.2 |
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Documented review of aircraft records |
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4.3 |
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Physical survey |
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4.4 |
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Additional procedures for recommendations to competent authorities for the import of aircraft |
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4.5 |
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Recommendations to competent authorities |
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4.6 |
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Issue of ARC |
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4.7 |
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Airworthiness review records, responsibilities, retention and access |
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4.8 |
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ARC extension |
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PART 4B |
Permit to fly procedures |
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4B.1 |
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Conformity with approved flight conditions |
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4B.2 |
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Issue of permit to fly under the CAMO privilege |
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4B.3 |
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Permit to fly authorised signatories |
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4B.4 |
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Interface with the local authority for the flight |
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4B.5 |
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Permit to fly records, responsibilities, retention and access |
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PART 5 |
Supporting documents |
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5.1 |
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Sample documents, including the template of the ATL system |
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5.2 |
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List of airworthiness review staff |
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5.3 |
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List of subcontractors as per CAMO.A.125(d)(3) |
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5.4 |
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List of contracted maintenance organisations and list of maintenance contracts as per CAMO.A.300(a)(13) |
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5.5 |
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Copy of contracts for subcontracted work (Appendix II to AMC1 CAMO.A.125(d)(3)) |
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5.6 |
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List of approved maintenance programmes as per CAMO.A.300(a)(12) |
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5.7 |
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List of currently approved AltMoC as per point CAMO.A.300(a)(13) |
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CAME Reference: CAME Amendment:
Competent authority inspector(s): Signature(s):
Competent authority office: Date of EASA Form 13-CAMO Part 3 completion: |
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PART-CAMO APPROVAL RECOMMENDATION REPORT EASA FORM 13-CAMO |
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Part 4: Findings regarding PART-CAMO compliance status Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be identified by a simple cross reference to the Part 2 requirement. All non-rectified findings should be copied in writing to the organisation for the necessary corrective action. |
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Part 2 or 3 ref. |
Audit reference(s): Findings |
L e v e l |
Corrective action |
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Date Due |
Date Closed |
Reference |
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PART-CAMO APPROVAL RECOMMENDATION REPORT EASA FORM 13-CAMO |
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Part 5: PART-CAMO approval or continued approval or change recommendation* |
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Name of organisation:
Approval reference:
Audit reference(s):
The following Part-CAMO terms of approval are recommended for this organisation:
Or, it is recommended that the Part-CAMO terms of approval specified in EASA Form 14 referenced ...................................................... be continued.
Name of recommending competent authority inspector:
Signature of recommending competent authority inspector:
Competent authority office:
Date of recommendation:
EASA Form 13-CAMO review: Date:
*delete as appropriate |