Sofema Online (SOL) www.sofemaonline.com considers the applicability of EASA Part CAMO & Part CAO
Introduction - When is EASA part CAMO applicable and when is EASA Part CAO applicable consider EASA Annex V Applicability Selecting the right airworthiness oversight for your aircraft
The European Union Aviation Safety Agency (EASA) has different regulations and oversight protocols depending on the specific needs and operations of an aircraft.
The two main oversight protocols are Part CAMO (Continuing Airworthiness Management Organization) and Part CAO (Combined Airworthiness Organization).
>> 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.
Each time EASA updates a major piece of regulatory requirement, AMC & Guidance we can see that they take the opportunity to address several outstanding or ongoing issues. In this case to look at Competence where EASA is digging ever deeper having established (correctly) that competence is a key component to effective oversight, supervision and management of a specific process.
SofemaOnline (SOL) Considers the Key Aspects of Managing the “Management of Change” (MOC) process within the CAMO Safety Management System (SMS) Process
Introduction to SMS Management of Change within a CAMO Organisation
Unless they are properly managed, changes can expose the organisation to potentially latent hazards and risks if they are not properly and effectively managed.
Identified by EASA as Annex Vc (Part-CAMO) to Commission Regulation (EU) No 1321/2014 of 26 November 2014
Presentation by SofemaOnline (SOL) - Considerations related to SMS in Part - CAMO
Introduction
EASA as the representative of the European Aviation Community has the responsibility to develop a set of regulations that can be embraced by the European Aviation Community to demonstrate compliance with the requirements of ICAO Annex 19.
Sofema Online Considers HF Exposures related to Distractions & Interruptions.
Introduction
Industry empirical data indicates that approximately 15% of maintenance related accidents are the result of distractions.
An individual having been distracted or interrupted during a task is usually unaware that an action or step may have been missed or left incomplete.
Distractions are the number one cause of forgetting to do things, however whilst distractions in the workplace cannot be eliminated we should strive to reduce them to a minimum.
Sofema Online www.sofemaonline.com considers issues related to SMS Culture & Organisational Factors within an EASA Part CAMO Organisation.
Safety Culture & Organisational Factors
Safety Culture is the set of enduring values and attitudes regarding safety issues, shared by every member of every level of an organization. Safety Culture refers to the extent to which every individual and every group of the organization is aware of the risks and unknown hazards induced by its activities; is continuously behaving so as to preserve and enhance safety; is willing and able to adapt itself when facing safety issues; is willing to communicate safety issues; and consistently evaluates safety-related behavior.
Sofema Online considers the challenge of Managing Errors.
Introduction
To Errоr is to be Human, this is true in aviation as in any other activity, however, aviation is maybe less forgiving and we should understand the outcomes can be catastrophic.
Sofema Online (www.sofemaonline.com) considers HF exposures related to Manpower.
Introduction
Human factors issues, specifically human errors, contribute to more aircraft incidents and accidents than any other single factor. Human errors includes errors committed by maintenance personnel and others who have a direct impact on flight safety.
It is important that Organisations ensure that manpower availability is closely aligned to the specific needs. Managers and Supervisors should also be attuned to how the work environment is affecting employees to ensure harmony and balance (lack of balance can lead to fatigue & stress).
Part-CAMO is introduced as a New Annex Vc - Providing a New Structure and a number system that shows a relationship with the existing system for Air Ops 965/2012 and Air Crew Regulations 1178/2011.
Part-CAMO provides requirements for Continuing Airworthiness Management Organisation (CAMO): compared with Part-M Subpart G organisation, the main difference is the introduction of SMS principles.
Part-CAMO organisations will replace Part-M Subpart G organisations in accordance with Article 4 of Regulation (EU) 1321/2014 as amended.
Part-CAMO provides requirements for Continuing Airworthiness Management Organisation (CAMO): compared with Part-M Subpart G organisation, the main difference is the introduction of SMS principles.
Part-CAMO organisations will replace Part-M Subpart G organisations. In accordance with Article 4 of Regulation (EU) 1321/2014 as amended.
