Blog posts tagged in EASA

Considerations by Sofema Online (SOL) 

Introduction - CAMO.A.125 Terms of approval and privileges of the organization (EU) 2020/270 

An organization approved in accordance with this Annex may: 

      » Extend an airworthiness review certificate under the conditions of point M.A.901(f) of Annex I (Part-M) or point ML.A.901(c)of Annex Vb (Part-ML), as applicable.
      » Located within a Member State

o   May additionally be approved to carry out airworthiness reviews in accordance with point M.A.901 of Annex I (Part-M) or point ML.A.903 of Annex Vb (Part-ML) as applicable, and:

o   Issue the related airworthiness review certificate and extend it in due time under the conditions of point M.A.901(c)(2) and point M.A.901(e)(2) of Annex I (Part-M) or point ML.A.901(c) of Annex Vb (Part-ML), as applicable;

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At Sofema Online (SOL) we know this fact for sure

      » Sofema delegates benefit from taking SOL Courses – because they tell us!
      » Since Jan 2020 over 15,000 people have enrolled for Sofema Online Regulatory & vocational training courses

Sofema Online Status

2019 was a Real Turning Point for Sofema Aviation Services! It was the year where we achieved 25,000 satisfied customers.

With more than 550 Classroom & 220 Online Courses with, we are confident we can meet and usually exceed your expectations in a professional & cost-effective way. 

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Sofema Aviation Services (SAS) Considers the practical issues associated with the requirement for regulatory compliance for Drone “OPS”

General Introduction

      » Non-Certified Drones do not require Registration
      » Owner / Operator must be registered with NAA of EU Country (Single Registration – Will require Renewal)

o   Once registered, you receive a ‘drone operator registration number’ To be displayed on all the drones including those privately built. You must also upload it into the ‘Drone’s remote identification system’.

o   The unique registration number is valid in all other EASA Member States

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Aircraft Maintenance Program Development – Considerations by Sofema Aviation Services (SAS)


When dealing with the complex technical systems involved in air transport, the consequences of unreliable services become critical and may include:

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Posted by on in Regulatory

Presented by Sofema Aviation Services (SAS)


The Maintenance Planning Document MPD is created using the MRBR (Maintenance Review Board Report), as the source document and includes tasks which are derived from the Type Certificate Holders (TCH) System Safety Assessment (SSA). Typically the MPD includes an ALS (Airworthiness Limitation Section), also may reference Inspection Service Bulletins (ISB) as well as  applicable Airworthiness Directives (ADs).

The Airworthiness Limitations Section (ALS) of the MPD is part of the certificated product (aircraft, engine, propeller) type design (Part 21.A.31.a), that contains the mandatory scheduled maintenance items and the limitations for part replacement, necessary to maintain compliance with that type design.

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Thought Leadership by Steve Bentley CEO of Sofema Aviation Services (SAS)

–  What is the Role of EASA in my Organisational Decision Making?

–  Can I use an online training platform for the delivery of EASA Part 66 Module 9 & Module 10 for Component Workshop Certifying Staff?

Background – Organisation's view of the need for compliance.

Some Organisations – let's call them to tick the box organizations – focus on collecting all the necessary pieces of paper to show they are compliant.

Other Organisations – recognize the role of demonstrating compliance but focus on managing competence to ensure the organization is able to deliver to the highest & most profitable standard

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Posted by on in Regulatory
  • Training for Internal Auditors
  • How to satisfy Independent Audit Requirements within an EASA Compliant Organisation
  • Developing Aviation Auditing Skills for all Staff

Message for EASA Compliant Organisations - Operations/CAMO/AMO/Airports/ATO/ - How do you manage your internal auditing objectives?

SofemaOnline (SOL) offers the following course to support the development of your internal auditors

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Answer – All of the 13,000 Aviation Professionals have enrolled in SofemaOnline (SOL) EASA & FAA Online Regulatory Compliant Training Platform as registered users.

Introducing SofemaOnline

Welcome to SofemaOnline! The №1 destination for online regulatory compliant and vocational training courses in the aviation industry. (We will be glad to welcome you on board!)

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Critical Task Inspection FAA versus EASA

An FAA RII item is defined as: A designation of the items of maintenance and alteration that must be inspected (required inspections) including at least those that could result in a failure, malfunction or defect, endangering the safe operation of the aircraft if not performed properly or if improper parts or materials are used.

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A Discussion Document Raised by Steve Bentley, CEO of Sofema Aviation Services (SAS)

To Close Down European Regulatory Authorities – CAA’s?

Why I recommend closing down all European Civil Aviation Authorities and handing total responsibility to EASA!
Following Implementation within each country would reside inspectors working for EASA directly. Moreover, each Country to have independent standard oversight authority to ensure independently that EASA is fulfilling its obligated sole (Independent Quality Assurance is a fundamental building block of EASA regulatory approval).

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SofemaOnline takes a look at the various expectations to comply with “minimum” Base Maintenance Requirements Stores control processes, both related to Regulatory Compliance and Organisational Best Practices.

Stores - Logistics Area

A number of specific areas should be identifiable.

General Facility - Strong Security - Recommend Video Surveillance for all points of Entry -. Customer Serving Hatches to be closable & lockable (Multipoint)

Entry & Exit Doors to be with 5 Lever Mortice Locks

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European Aviation Safety Agency (EASA) has announced that Part M Subpart G will no longer be valid from 24 September 2021.

To retain approval to manage Airworthiness of Large Aircraft and Aircraft operated by “Air Carriers” (AC) will require a transition to EASA Part CAMO together with all associated obligations.

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Posted by on in Regulatory

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


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.

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Presented by Sofema Online (SOL)

Concerning Certificate of Release to Service issued following incomplete Maintenance Ref Commission Implementing Regulation (EU) 2020/270 & AMC M.A.801(g)(f) Aircraft certificate of release to service

Although of course, the applicable Maintenance Organisation is responsible for the signing of the Certificate of Release to Service, All Continuing Airworthiness Management Organisations (CAMO’s) should ensure that they fully understand their roles and responsibilities related to MCF and that their procedures related to managing and coordinating such MCF are fully integrated into their organisations documented process and procedures to ensure continued compliance as well as the required levels of safety.

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Effective 24 March 2020 Regulation (EU) 2020/270 amending Regulation (EU) No 1321/2014.

Review carried out by Sofema Online (SOL)

GM M.A.305 Aircraft continuing airworthiness record system

The aircraft continuing airworthiness records are the means to assess the airworthiness status of a product and its components.

An aircraft continuing airworthiness record system includes the processes to keep and manage those records and should be proportionate to the subject aircraft. Aircraft continuing airworthiness records should provide the owner/CAO/CAMO of an aircraft with the information needed:

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Consolidated Regulation (EU) No 1321/2014 on Continuing Airworthiness (applicable from 24 March 2020).

Ref Also Annex I to ED Decision 2020/002/R (Amending Annex I to Decision 2015/029/R)

Part-CAMO is applicable to:

Aircraft used by licensed air carriers “ AC” -  (Commercial Air Transport) and Complex A/C. Part-CAMO has superseded current Subpart-G of Annex I (Part-M) effective 24th March 2020 and at the end of the transition period 24th September 2020 - will become the only option.

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As an industry, we have anticipated the need for the development of Part M, in particular, to better address the needs of the General Aviation Community for some time.

EASA has now commenced a significant transition which will see the demise of Part M Subpart G by September 2021 at the latest.

Part M Subpart G will be replaced by Part CAMO.

EASA Part M is a core element of the Continuing Airworthiness Regulation (EU No 1321/2014) which establishes the regulation involving continuing airworthiness of the aircraft, its parts and appliances as well as the organisations and personnel involved.

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Sofema Online 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.

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Sofema Online considers the connection between Aviation Human Factors and Safety Management within the workplace.

Human Factors awareness should be integrated throughout our safety management systems including training, supervision, procedures, workplace design, risk assessment and emergency arrangements


Once we take the view that Humans do not deliberately make mistakes we start to understand the importance of mitigating any “perceived” exposures by understanding how humans and human behavior can most safely and efficiently be integrated within the business roles which we need to perform.

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A review carried out by Sofema Online following the introduction of Safety Management Systems within the EASA Part CAMO environment.


It is a reality today that even when organisations are run effectively, means they are well-organised and have efficient (internal) Management Systems, they may still encounter hidden and unexpected hazards within the various interfaces both internal & external.
Across Multiple Organisations safety management system interfaces can become complex, with the possibility of unknown or latent hazards hidden within the inter-organisational interfaces.
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