Page 359 - UK Continuing Airworthiness Regulations (Consolidated) 201121

Part CAMO - ANNEX Vc - Organisational Requirements for Continuing Airworthiness Management

(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.
CAMO.A.315 AMC1 Continuing airworthiness management
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).
CAMO.A.315(b)(1) GM1 Continuing airworthiness management
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 CAA for approval, unless the approval is covered by an indirect
approval procedure in accordance with M.A.302(c).
CAMO.A.315(b)(3) AMC1 Continuing airworthiness management
When managing the approval of modifications or repairs, the organisation should ensure that CDCCL
are taken into account.
CAMO.A.315(b)(4) AMC1 Continuing airworthiness management
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, or the CAA.
CAMO.A.315(b)(5) GM1 Continuing airworthiness management
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.
CAMO.A.315(c) AMC1 Continuing airworthiness management
(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 PartM aircraft, in M.A.301 points (b), (c), (e), (f), (g) and (h);
- for PartML aircraft, in ML.A.301 points (b), (c), (d) and (e).
If the CAMO does not hold the appropriate maintenance organisation approval (PartM
Subpart F, PartCAO or a Part145 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 data and to the
latest standards.
(h) Appendix IV to AMC1 CAMO.A.315(c) gives further details on the subject.
CAMO.A.315(c) AMC2 Continuing airworthiness management
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
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