AHGUIDE
From Part M to Part-CAMO: A closer look at the transition. The transition from Part M, Subpart G to Part-CAMO was implemented by EASA on March 24th in 2020. Roughly one and a half years later the transition is ongoing with an official deadline on March 24th in 2022. What does it mean for aircraft owners regarding their aircraft management and what are the main changes? For most operators, aircraft owners, and even CAMOs and national authorities, the transition process is hard to manage and often connected to a lot of question marks. The good news first: For aircraft which are noncomplex hardly anything will change unless they are not operated under an AOC. A non-complex aircraft is defined by the Maximum Take-Off Weight (MTOW) which must be lower than 5,700 kg, the configuration/capacity of passengers, which must be lower than 19 persons. Additionally, if the aircraft is certified for a crew of at least two pilots or equipped with a turbojet or more than one turboprop engine it is also regarded as a complex aircraft and therefore the management has to follow Part-CAMO.
WWW.AVIATIONHEAVEN.COM
Your aircraft is not affected by any of the restrictions above and you are operating NCO? Then you are on the safe side. If not, there are a lot of requirements to show attention to. But what is new about Part-CAMO compared to Part M?
Safety Management System The first point to mention is that with Part-CAMO a Safety Management System (SMS) must be implemented. Besides that there is a new key role named “Safety Manager” was created. With some exceptions due to the amount of requirements, the Compliance Manager and Safety Manager could be the same person. Both, the CM and SM must have the same qualification (eg. Gen Fam Type training) as the organization’s PCA under the new Part-CAMO. In general, this system and the position of a Safety Manager was created to enhance safety and minimize risks.
