The information below is for Part-CAMO approval holders and gives details of regulation, policy and guidance from the Civil Aviation Authority (CAA).
Guidance material provides interpretation or greater detail about aspects of regulation or policy so that approval holders can fully implement quality systems which remain compliant and perform well.
We are developing these webpages over the coming months to help organisations and personnel involved in managing complex motor-powered aircraft and Licenced Air Carriers to transition to the new requirements. Other regulatory changes (for example, Part ML, Part T) are dealt with in other areas of the CAA website.
The regulation became applicable from 24 March 2020. These pages will be updated as further guidance becomes available.
Alerts and notifications
Tailored news, notifications and updates from the Civil Aviation Authority (CAA), including updates issued in the last 12 months are available through SkyWise.
The information below provides further guidance:
- CAA Safety Management Systems (SMS)
- Maintenance Programme – Initial & Amendment Process
- CAA Check Flight Handbook (CAP 1038)
- Standard Changes & Repairs – UK CS-STAN provides details of Standard Changes (modifications) and Repairs which can be applied to aircraft without referring to a Part 21 Design organisation.
- UK AMC-20 - General Acceptable Means of Compliance for Airworthiness of Products, Parts and Appliances
- UK CS-26 - Additional airworthiness specifications for Operations
- Acceptance of maintenance tasks carried out by pilots
- Rotorcraft - Critical Parts awareness and training
- IN-2016/068 - Changes to EASA 'Grandfathered' Equipment, Parts and Appliances: Revised Regulatory Status
- SN-2019/006 - Components Strips Report
The CAA is aware of the impact that current global supply chain constraints are having on aircraft operators, which also affects production, maintenance, and operational resilience throughout the industry.
The global supply chain is still in a recovery phase post Covid-19 pandemic. This is due to economic, material, and resource constraints globally, plus sanctions against Russia due to the ongoing conflict in Ukraine. This is having an impact for the majority of UK operator’s and other aviation organisations with existing mitigations and other available control processes being fully utilised.
UK CAA approved control processes available to operators and maintenance organisations to actively manage aircraft when spares are required but not currently available include:
- Deferring the aircraft defect (if allowable) in accordance with the approved Minimum Equipment List (MEL) for the aircraft type.
- Rectification Interval Extension (RIE) process.
- Temporary amendment to the Aircraft Maintenance Programme (AMP) for a scheduled component replacement. An amendment may require Type Certificate Holder (TCH) acceptance and UK CAA approval beyond previously approved extension limits within the aircraft AMP.
- Robbery action of a serviceable component from a donor aircraft and installing the component on another aircraft to make another aircraft operational and serviceable.
- Exemption under Article 71(1) of UK Regulation (EU) 2018/1139. Type Certificate Holder support required.
- Aircraft on ground (AOG) until a serviceable component or material is available and installed.
Spares and material shortages are not considered a direct safety issue to the operation of the aircraft but may reduce aircraft availability and increase maintenance activity to maintain operational flying of available aircraft. The unintended consequences of the increased use of the control processes could reduce the overall level of operational safety of the aircraft. It is recommended that all operators carry out a safety case for their operation within their Safety Management System (SMS) to identify specific risks and mitigations. The importance of regulatory/safety barriers (specifically the correct use of maintenance procedures and application of the MEL) in preventing possible safety events cannot be overstated. It is essential that all stakeholders understand and respect these requirements.
Unintended consequences of supply chain shortages could include:
- Aircraft availability to meet capacity.
- Flight deck management of the increase in numbers of deferred defects (MEL items) - Multiple effects of combined defects plus any further inflight faults.
- Loss of flight crew confidence in the serviceability of the aircraft that could lead to turn back events.
- Additional maintenance inputs for robbery actions - robbery control, increase risk of maintenance errors, production planning.
- Engineer and flight crew fatigue.
- Non recorded defects.
- Recording of defects at main base only.
- Repetitive defect control.
- Spare aircraft utilisation.
- Aircraft delays - EU261 claims.
- Increase in PMA parts utilisation.
- OEMs/MROs restricting parts supply – this is common practise for OEMs. Component lists are being shared with the operators for components that have a restricted supply and when a target date for normal supply is forecast.
- Operators buying global stock of parts/material.
- Increase in Wet lease-in operations – to cover for unserviceable aircraft.
The UK CAA remains committed to supporting the aviation industry and the challenges it faces with the procurement of parts within the global supply chain. Furthermore, operators are encouraged to engage as early as possible with the appropriate CAA focal point (assigned AW Surveyor or Flight Ops Inspector) if regulatory support is deemed necessary.
Further guidance on the acceptance of components for new and used (maintained) aircraft components eligible to be fitted to a UK registered aircraft can be found on our Guidance on acceptance of components webpage.
It has been accepted that existing Safety Managers may not meet the requirements of the first paragraph of point (e) of AMC1 CAMO.A.305(c).
As a result, an AltMoC (Alternative Means of Compliance) to the first paragraph of point (e) of AMC1 CAMO.A.305(c) Personnel Requirements has been approved for existing Safety Managers already approved under UK Regulation (EU) No 965/2012, for air operations who were in post on 20 September 2020. Alternative Means of Compliance reference 2020-00026 published in CAP1721 provides further details.
Any change to the personnel structure applied under this alternative means of compliance shall be notified to the Civil Aviation Authority (CAA) in line with CAMO.A.130(a)(5).
CAMO.A.200(d) states that for air carriers licensed in accordance with UK Regulation (EC) No 1008/2008, the management system provided for in Annex Vc (Part-CAMO) of UK Regulation (EU) No 1321/2014 shall be an integrated part of the operator's management system.
An integrated management system should include a Safety Review Board the role of which is to consider all strategic safety matters related to both, continuing airworthiness management and air operations in support of the accountable manager's safety accountability.
Additionally, the management system should encompass safety by including a Safety Manager. To satisfy this requirement, the organisational structure may vary between each organisation and the two options for the organisational structure are as follows:
A single safety management process common to both, air operations and continuing airworthiness management, with a Safety Manager satisfying the requirements for air operations and continuing airworthiness management.
Separate safety management reporting lines for air operations and continuing airworthiness management, both integrated into a single management system with one set of organisational safety procedures, thus ensuring clear and effective communication and preventing duplication. Two Safety Managers may be appointed, although the structure with a single Safety Manager is preferred.
The management system includes a compliance monitoring function performed by a Compliance Monitoring Manager. To satisfy this requirement, the organisational structure may vary between each organisation and the two options for the organisational structure are as follows:
A single compliance monitoring process common to both, air operations and continuing airworthiness management, with a Compliance Monitoring Manager satisfying the requirements for air operations and continuing airworthiness management.
Separate compliance monitoring reporting lines for air operations and continuing airworthiness management, both integrated into a single management system with one set of organisational compliance monitoring procedures, thus ensuring clear and effective communication and preventing duplication. Two Compliance Monitoring Managers may be appointed, although the structure with a single Compliance Monitoring Manager is preferred.
An organisation may wish to nominate a group of persons responsible for the safety management or compliance monitoring management functions in line with CAMO.A.305(a)(4) and (5). In such case the Accountable Manager should identify the person who acts as the unique focal point for the management of the respective functions.
All nominated persons must satisfy the knowledge, background and experience requirements of AMC1 CAMO.A.305(c). Should the appointed Safety Manager not fully meet these requirements, the AltMoC 2020-00026 published in CAP1721 may be followed to demonstrate alternative means of compliance.
- UK Regulation (EU) No 1321/2014 including AMC & GM
- UK Regulations (Basic Rule, Implementing Rules, AMC & GM Material)
- The Air Navigation Order 2016 (ANO) and Regulations
- Mandatory Requirements for Airworthiness (CAP 747)
- UK Part 21 Aircraft Product Lists - What is the applicable UK TCDS for your aircraft
- Airworthiness Directives & Safety Critical Information
- ARC Online - CAA website to manage ARC's for UK registered aircraft.
- Civil Aviation Authority (CAA) Safety Management Systems (SMS) guidance which should be used in conjunction with the applicable regulation.
- Aircraft ratings are defined as per UK Part-66 Aircraft Type Rating List (SRG1782) or using generic aircraft groups.
- Civil Aircraft Airworthiness Information and Procedures (CAAIP) (CAP 562).
- EASA Suspected Unapproved Parts lists the Unapproved Parts (UP) confirmed cases, the SUP cases under investigation, and the Stolen Parts cases.
- FAA Suspect Unapproved Parts (SUP) Program provides information on the FAA Unapproved Parts Notifications (UPN) as well as Parts Manufacturer Approvals (PMA).
- Aircraft Maintenance Incident Analysis (CAP1367) - provides information on the common causes where maintenance error has been a contributory factor in incidents and occurrences reported to the CAA.
- Organisations should have their principal place of business in the UK.