AVCON CAME I.4-Rev1

Part 0 General Organisation, safety policy and objectives 1
0.1 Safety policy, objectives and accountable manager Iss 4, Rev 0

statement 02 Aug 2021
Continuing Airworthiness
Management Exposition
(CAME)
i.a.w. EASA Part-CAMO, CAMO.A.300
© Avcon Jet AG, 2021. ALL RIGHTS RESERVED.
This document is the property of, and contains proprietary information of Avcon Jet AG. This
document is delivered on the condition that it is used exclusively to evaluate the contents
therein and it shall not be disclosed, duplicated, or reproduced in whole or
in part without the prior written consent of:
Avcon Jet AG
Wohllebengasse 12-14
1040 Vienna
Austria
[email protected]
www.avconjet.at
Approved under ref. AT.CAMO.A-117 (Ref. AOC A-117) by Austro Control GmbH, as
Competent Authority of Austria, a member state of EASA
Continuing Airworthiness Management Exposition CAME
Document Issue 4, Revision 0 © AVCON JET AG, 2021. ALL RIGHTS RESERVED
INTENTIONALLY
LEFT
BLANK

TOC-1
Iss 4, Rev 0
02 Aug 2021
Table of Content
Part 0 General Organisation, safety policy and objectives .......................................................... 0.1-1

0.1 Safety policy, objectives and accountable manager statement........................................ 0.1-1
0.1.1 Safety Policy .............................................................................................................. 0.1-1
0.2 General information and scope of work ........................................................................... 0.2-1
0.2.1 Brief description of the organisation......................................................................... 0.2-1
0.2.2 Relation with other organisations ............................................................................. 0.2-2
0.2.3 Aircraft managed – Fleet composition ...................................................................... 0.2-4
0.2.4 Type of operation ...................................................................................................... 0.2-7
0.2.5 Facilities ..................................................................................................................... 0.2-7
0.3 Management personnel .................................................................................................... 0.3-1
0.3.1 Accountable Manager (AM) ...................................................................................... 0.3-1
0.3.2 Nominated Postholder Continuing Airworthiness (PCA) .......................................... 0.3-2
0.3.3 Compliance Monitoring Manager (CM)..................................................................... 0.3-4
0.3.4 Compliance Auditor (CA) ........................................................................................... 0.3-6
0.3.5 Safety Manager (SM) ................................................................................................. 0.3-6
0.3.6 Maintenance Safety Officer (MSO) ........................................................................... 0.3-7
0.3.7 Not used .................................................................................................................... 0.3-7
0.3.8 Not used .................................................................................................................... 0.3-7
0.3.9 Deputizing.................................................................................................................. 0.3-7
0.3.10 Airworthiness Controller (ACo) ................................................................................. 0.3-8
0.3.11 Continuing Airworthiness Coordination .................................................................... 0.3-9
0.3.12 Subcontractors .......................................................................................................... 0.3-9
0.3.13 Airworthiness Engineer (AE) .................................................................................... 0.3-11
0.3.14 Manpower Resources and Training Policy .............................................................. 0.3-13
0.3.15 Training Policy ......................................................................................................... 0.3-14
0.3.16 Personnel Files......................................................................................................... 0.3-20
0.4 Management organisation chart ....................................................................................... 0.4-1
0.4.1 General Organisation Chart ....................................................................................... 0.4-1
0.4.2 Continuing Airworthiness Management Organisation Chart .................................... 0.4-1
0.4.3 Contact Details .......................................................................................................... 0.4-2
0.5 Procedure for changes requiring prior approval ............................................................... 0.5-1
0.5.1 Revision Process ........................................................................................................ 0.5-1
0.6 Procedure for changes not requiring prior approval ........................................................ 0.6-1

TOC-2
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02 Aug 2021
0.7 Procedure for alternative means of compliance (AltMoC) ............................................... 0.7-1
Part 1 Continuing airworthiness management procedures......................................................... 0.7-1
1.1 Use of aircraft continuing airworthiness record system, TAL and MEL application ......... 1.1-1
1.1.1 Use of aircraft continuing airworthiness record system and technical aircraft log (TAL)
system 1.1-1
1.1.2 MEL application ......................................................................................................... 1.1-4
1.2 Aircraft maintenance programme (AMP) — development amendment and approval .... 1.2-1
1.2.1 General ...................................................................................................................... 1.2-1
1.2.2 Content ...................................................................................................................... 1.2-1
1.2.3 Development ............................................................................................................. 1.2-1
1.2.4 Maintenance Programme Variations ........................................................................ 1.2-6
1.3 Continuing airworthiness records: responsibilities, retention and access........................ 1.3-1
1.3.1 Hours and cycles recording ....................................................................................... 1.3-1
1.3.2 Records ...................................................................................................................... 1.3-2
1.4 Accomplishment and control of airworthiness directives ................................................ 1.4-1
1.4.1 Airworthiness directive information ......................................................................... 1.4-1
1.4.2 Airworthiness directive decision ............................................................................... 1.4-1
1.4.3 Airworthiness directive control ................................................................................. 1.4-1
1.5 Analysis of the effectiveness of the maintenance programme(s)..................................... 1.5-1
1.6 Non-mandatory modification and inspections ................................................................. 1.6-1
1.6.1 Non mandatory publications by TC Holder ............................................................... 1.6-1
1.6.2 Safety risk management of non-mandatory modifications ...................................... 1.6-2
1.6.3 Non mandatory modifications on request ................................................................ 1.6-2
1.7 Repairs and modifications ................................................................................................. 1.7-1
1.8 Defect reports.................................................................................................................... 1.8-1
1.8.1 Analyses ..................................................................................................................... 1.8-1
1.8.2 Liaison with manufacturers and regulatory authorities ............................................ 1.8-1
1.8.3 Deferred defect policy ............................................................................................... 1.8-2
1.9 Engineering activity ........................................................................................................... 1.9-1
1.10 Reliability programmes ................................................................................................... 1.10-1
1.10.1 Defect data collection.............................................................................................. 1.10-1
1.10.2 Review and reliability meeting preparation ............................................................ 1.10-2
1.10.3 Reports and documentation.................................................................................... 1.10-5
1.10.4 Reliability meeting ................................................................................................... 1.10-6
1.10.5 Reliability improvement actions and monitoring of their effectiveness ................. 1.10-8
1.10.6 Organisational Responsibilities ............................................................................... 1.10-8
TOC-3
Iss 4, Rev 0
02 Aug 2021
1.11 Pre-flight inspections ....................................................................................................... 1.11-1
1.12 Aircraft weighing ............................................................................................................. 1.12-1
1.13 Maintenance check flight procedures ............................................................................. 1.13-1
1.13.1 Maintenance Check Flights...................................................................................... 1.13-1
1.13.2 Permit to fly procedures for check flights ............................................................... 1.13-2
Part 2 Management system procedures.................................................................................... 1.13-1
2.1 Hazard identification and safety risk management schemes ........................................... 2.1-1
2.2 Internal safety reporting and investigations ..................................................................... 2.2-1
2.3 Safety action planning ....................................................................................................... 2.3-1
2.3.1 CAMO Safety Review Board ...................................................................................... 2.3-1
2.3.2 Safety Action Groups ................................................................................................. 2.3-1
2.4 Safety performance monitoring ........................................................................................ 2.4-1
2.5 Change management ........................................................................................................ 2.5-1
2.6 Safety training and promotion .......................................................................................... 2.6-1
2.7 Immediate safety action and coordination with operator’s Emergency Response Plan (ERP)
2.7-1
2.8 Compliance monitoring ..................................................................................................... 2.8-1
2.8.1 Audit plan and audit procedure ................................................................................ 2.8-1
2.8.2 Monitoring of continuing airworthiness management activities .............................. 2.8-1
2.8.3 Monitoring of the effectiveness of the maintenance programme(s) ....................... 2.8-1
2.8.4 Monitoring that all maintenance is carried out by an appropriate maintenance
organisation ............................................................................................................................... 2.8-1
2.8.5 Monitoring that all contracted maintenance is carried out in accordance with the
contract, including subcontractors used by the maintenance contractor ................................ 2.8-1
2.8.6 Compliance monitoring personnel ............................................................................ 2.8-1
2.9 Control of personnel competency ..................................................................................... 2.9-1
2.10 Management system record-keeping ............................................................................. 2.10-1
2.11 Occurrence reporting ...................................................................................................... 2.11-1
Part 3 Contracted maintenance — management of maintenance ........................................... 2.11-1
3.1 Maintenance contractor selection procedure .................................................................. 3.1-1
3.2 Product audit of aircraft .................................................................................................... 3.2-1
Part 4 Airworthiness review procedures ..................................................................................... 3.2-1
4.1 Airworthiness review staff ................................................................................................ 4.1-1
4.1.1 ARS initial assessment and continuation................................................................... 4.1-2
4.1.2 Airworthiness Review Trainee (ART) ......................................................................... 4.1-2
4.1.3 ARS Authorisation...................................................................................................... 4.1-3

TOC-4
Iss 4, Rev 0
02 Aug 2021
4.2 Documented review of aircraft records ............................................................................ 4.2-1
4.3 Physical survey .................................................................................................................. 4.3-1
4.4 Additional procedures for recommendations to competent authorities for the import of
aircraft 4.4-1
4.5 ARC recommendations to competent authorities ............................................................ 4.5-1
4.5.1 Recommendation for aircraft already registered in a member state ....................... 4.5-2
4.5.2 Recommendation for aircraft imported to the EU .................................................... 4.5-3
4.5.3 Findings...................................................................................................................... 4.5-5
4.5.4 Submition of Recommendation ................................................................................ 4.5-5
4.6 Issue of ARC ....................................................................................................................... 4.6-1
4.6.1 Validity of the airworthiness review certificate ........................................................ 4.6-1
4.7 Airworthiness review records, responsibilities, retention and access .............................. 4.7-1
4.8 ARC extension.................................................................................................................... 4.8-1
4.8.1 ARC extension procedure .......................................................................................... 4.8-1
4.8.2 Personnel nominated to extend ARCs (ARES) ........................................................... 4.8-2
4.9 Permit to fly procedures.................................................................................................... 4.9-3
Part 5 Supporting documents ...................................................................................................... 4.9-1
5.1 Sample documents, including the template of the ATL system ........................................ 5.1-1
5.2 List of airworthiness review staff ...................................................................................... 5.2-1
5.3 List of subcontractors as per point CAMO.A.125(d)(3) ..................................................... 5.3-1
5.3.1 Scope of work subcontracted .................................................................................... 5.3-1
5.3.2 Subcontractor Information........................................................................................ 5.3-1
5.4 List of contracted maintenance organisations and list of maintenance contracts as per point
CAMO.A.300(a)(13) ....................................................................................................................... 5.4-1
5.5 Copy of contracts for subcontracted work (Appendix II to AMC1 CAMO.A.125(d)(3)) .... 5.5-1
5.6 List of approved maintenance programme as per point CAMO.A.300(a)(12) .................. 5.6-1
5.7 List of currently approved alternative means of compliance as per point CAMO.A.300(a)(13)
5.7-1
Part 6 CAMP Systems – Instructions for Use ............................................................................... 5.7-1
6.1 Applicability and General Information .............................................................................. 6.1-1
6.1.1 Applicability ............................................................................................................... 6.1-1
6.1.2 General ...................................................................................................................... 6.1-1
6.1.3 IT Infrastructure and Data Security ........................................................................... 6.1-1
6.2 PROCEDURES ..................................................................................................................... 6.2-1
6.2.1 Initial Enrollment ....................................................................................................... 6.2-1
6.2.2 Aircraft Maintenance programmes ........................................................................... 6.2-1

TOC-5
Iss 4, Rev 0
02 Aug 2021
6.2.3 Service bulletins and airworthiness directives .......................................................... 6.2-3
6.2.4 Workorder issuing and update .................................................................................. 6.2-3
6.3 ACCESS RESTRICTIONS AND ADMINISTRATION ................................................................ 6.3-1

RL-1
Iss 4, Rev 1
21. Mar 2022
Revision List
Issue 4
Rev. Revision Date Revised by
0 02.08.2021 GRM
1 21.03.2022 DOC
GRM: Markus Grafl
DOC: Christian Dollberger

DL-1
Iss 4, Rev 0
02 Aug 2021
Distribution List
As described in section 0.5.1 of this exposition, only one original electronic version of this exposition is
stored on the Server of AOJ, which is accessible to all staff of AOJ Camo, including the management
personal.
Additionally, the revision is also made available to following parties by sending an electronically copy to
them via e-mail:
Copy Recipient Via Address

Electronically
stored (AOJ
AOJ Camo, Camo CM, PCA, all T:\CAME
original Server),
ACo, all AE, SM, MSO
Electronically
(email)
Electronically
1 Austrocontrol [email protected]
(e-mail)
Electronically
2 Flight Operations [email protected]
(e-mail)
Electronically
3 Subcontractors Refer to section 5.3
(e-mail)

HoR-1
Iss 4, Rev 0
21 Mar 2022
Highlights of Revision
Rev. Reason for revision Changes
0 Significant changes in Camo Structure due N/A – this is the original revision of this issue
to Part-CAMO
1 Addition of an aircraft. Addition of GVII-G500 OK-VOS in 0.2.3
Minor editorial changes and addition Addition of Cessna 680A in approved but
of references. not managed list
Minor Changes in wording in 0.3, 0.5, 2.1,
2.4, 2.11 ,5.4

AL-1
Iss 4, Rev 0
02 Aug 2021
Abbreviation List
(S)TC (Supplemental) Type Certificate
AC Aircraft
ACG Austro Control Österreichische Gesellschaft für Zivilluftfahrt mbH
ACo Airworthiness Controller
AD Airworthiness Directive
AE Airworthiness Engineer
AltMoC Alternative Means of Compliance
AM Accountable Manager
AMC Acceptable Means of Compliance
AMM Aircraft Maintenance Manual
AMP Aircraft Maintenance Programme
AOC Air Operator Certificate
AOCV Luftverkehrsbetreiberzeugnis-Verordnung
AOJ Avcon Jet AG
APU Auxiliary Power Unit
ARC Airworthiness Review Certificate
ARES Airworthiness Review Extension Staff
ARS Airworthiness Review Staff
ART Airworthiness Review Trainee
CA Compliance Auditor
CAME Continuing Airworthiness Management Exposition
CAMO Continuing Airworthiness Management Organisation
CAMP Computerised Aircraft Maintenance Programme
CAP Corrective Action Plan
CDL Configuration Deviation List
CM Compliance Monitoring Manager
CMM Component Maintenance Manual
CMP Computerised Maintenance Programme
CMR Certification Maintenance Requirement
COO Chief Operational Officer
CRS Certificate of release to service i.a.w Part 145.A.50
cyc Aircraft cycles
DOA Design Organisation Approval
EASA European Union Aviation Safety Agency
ELT Emergency Locator Beacon
EMM Engine Maintenance Manual
ERP Emergency Response Plan
ETOPS Extended-range Twin-engine Operational Performance Standards
(EASA)
Extended Range Operation with Two‐Engine Aeroplanes (ICAO)
EU European Union
HIL Hold Item List
hrs Aircraft hours
i.a.w. In Accordance With
ICA Instructions for Continued Airworthiness
IPC Illustrated Parts Catalogue
IQSMS Integrated Quality and Safety Management System
LFG Luftfahrtgesetz
LLC Life Limited Component
LMM Line Maintenance Manuals
AL-2
Iss 4, Rev 0
02 Aug 2021
LTA Lufttüchtigkeitsanweisung
LTH Lufttüchtigkeitshinweis
Marep Maintenance Report
MEL Minimum Equipment List
MPD Maintenance Planning Document
MPM Maintenance Planning Manual
MRB Maintenance Review Board
MRO Maintenance and Repair Organisation
MSO Maintenance Safety Officer
N/A not applicable
N/R Not Required
NPC Nominated Person Crew Training
NPF Nominated Person Flight Operations
NPG Nominated Person Ground Operations
OM Operations Manual
OMM Operators Management Manual
P/N Part number
PCA Nominated Postholder Continuing Airworthiness
Pirep Pilot Report
PPI Pre-Purchase Inspection
S/N Serial number
SB Service Bulletin
SL Service Letter
SM Safety Manager
SMM Supplemental Maintenance Manual
SMS Safety Management System
STLMC Supplemental Time Limits and Maintenance Checks
TAL Technical Aircraft Log
TCDS Type Certificate Data Sheet
TLMC Time Limits and Maintenance Checks
WO Workorder
ZLLV Zivilluftfahrzeug- und Luftfahrtgerät-Verordnung
ZMV Zivilluftfahrt Meldeverordnung

Part 0 General Organisation, safety policy and objectives 0.1-1
Part 0 General Organisation, safety policy and objectives

0.1 Safety policy, objectives and accountable manager statement
0.1.1 Safety Policy
a) Commitment of AOJ Management
Our corporate culture focuses, in conjunction with corporate ethics, on the value and norms which
define actions, decisions and determine human behaviour. AOJ manages and operates corporate
aeroplanes as a management tool to provide safe, flexible and reliable on-demand air transportation
of its passengers, with the goal of improving efficiency and the company´s ability to compete within
the international business development.
We are committed to develop, implement, maintain and constantly improve strategies and processes
to ensure that all our departments’ activities take place under balanced allocation of resources,
aimed at achieving the highest level of safety performance and meeting national and international
standards. All levels of management are accountable for delivery of this highest level of safety
performance.
AOJ´s policy is, to cultivate and foster a generative safety culture in which employees are
comfortable and encouraged to bring safety concerns forward with safety reporting procedures and
that no such report will result in retaliation, penalty or other disincentive (VO(EU) No. 376/2014 Art.
16 No. 11).
Our commitment is to:
• Continually promote the safety policy to all personnel and demonstrate commitment to it
thru senior management
• Support the management of safety through the provision of appropriate human and financial
resources that will result in an organisational culture that fosters safe practices, encourages
effective safety reporting and communication
• Actively manages safety with the same attention to results as financial management
• Enforce the management of safety as the primary responsibilities for the delivery of safety
performance
• No protection from retaliation, penalty or other disincentive will be granted for the following
unacceptable behaviours:
o Commitment of felonies;
o Deliberate violation of rules and regulations; and
o Segregation, insult and disrespect for any individual within the organisation.
• Establish, implement and maintain hazard identification and risk management processes in
order to eliminate or mitigate operational risks to a point which is As Low As Reasonably
Practicable
• Comply with and, wherever possible, exceed, legislative and regulatory requirements and
standards.
• Ensure sufficient skilled and trained human resources are available and apply the principles
of Human Factors
• Continually improve our safety performance and conduct safety management reviews to
ensure relevant safety action is taken and is effective
• Ensure externally supplied systems and services to support our operations are delivered
meeting our safety performance standards

Our objectives of the safety process are:
• All levels of management will be clearly committed to safety
• We have clear employee safety metrics, with clear accountability
• We have open safety communications including blame free reporting culture
• We involve all relevant staff in the decision – making process
• We provide the necessary training to build and maintain meaningful safety leadership skill
• We review periodically performance indicators and targets as a crucial element of a pro-
active risk management.
• We reduce risk of injury to personnel, prevent accidents, and minimize damage to
equipment and property;
• We work proactively towards identifying and reducing the existence of hazards and/or risk in
the workplace and operations.
• Periodically review of the key safety processes during the SRB meetings to reflect the
organization’s commitment to maintain or continuously improve the overall effectiveness of
the management system.
b) Just Culture Policy

1. AOJ is committed to the safest possible flight operating standards. To achieve this, it is imperative to
have an atmosphere of trust in which people are encouraged and feel responsible to provide all
essential safety-related information, which will be used to improve safety, but in which they also
understand that a line must be drawn between acceptable and unacceptable behaviour.
2. AOJ fully supports the principal of Just Culture. The objective of our Just Culture policy is to foster an
environment whereby employees and related contractors are empowered to report any safety risk
without fear of retribution, in the clear understanding that the Company accepts that errors and
lapses of judgement may occur and that staff, in the course of their normal, expected duties, do not
intentionally commit such errors. Additional information from occurrences shall not be used to
attribute blame or liability to front line staff or other persons for actions, omissions or decisions
taken by them that are commensurate with their experience and training and for any purpose other
than the maintenance or improvement of aviation safety.
3. Employees who make honest mistakes or misjudgements will not incur punitive action – provided
that they report such incidents in a proper, timely fashion, and cooperate with any subsequent
investigation. The only exceptions to this general non-punitive policy are where the actions or
omissions involve negligence, reckless disregard or a failure to report safety incidents or risk
exposures. An employee who acts irresponsibly in one of these ways is potentially exposed to
disciplinary action. An employee compliance with reporting requirements will be a factor to be
weighed favourably in the Company’s decision making in such circumstances.
4. The primary responsibility for safety rests with the Accountable Manager. However, safety is the
concern of everybody.
5. The AOJ method of collecting, recording and communicating information obtained by the reporting
system has been developed to protect, to the extend permissible by law, the identity of any
employee who provides safety information.

6. I urge all staff to use our safety programme to help AOJ become a leader in providing our customers
and employees with the highest level of safety.
For and on behalf of AOJ:
22.03.2022
Dated ..............................Signed ...............................................................
Christian Hrauda
Accountable Manager and Chief Operations Officer
0.1.2 Accountable Manager Statement

This exposition and any associated referenced manuals define the organisation and procedures upon
which the ACG CAMO approval is based.
These procedures are endorsed by the undersigned and must be complied with, as applicable, in order
to ensure that all continuing airworthiness activities, including maintenance of the aircraft managed,
are carried out on time to an approved standard.
These procedures do not override the necessity of complying with any new or amended regulation
published from time to time where these new or amended regulations are in conflict with these
procedures.
It is understood that the approval of the organisation is based on the continuous compliance of the
organisation with Part-CAMO and Part-M and with the organisation’s procedures described in this
exposition. ACG is entitled to limit, suspend, or revoke the approval certificate if the organisation fails
to fulfil the obligations imposed by Part-CAMO and Part-M or any conditions according to which the
approval was issued.
Suspension or revocation of the CAMO certificate will invalidate the AOC.
For and on behalf of Avcon Jet:
Signed .....................................
Dated 22.03.2022
......................................
Christian Hrauda
Accountable Manager
Signed .....................................
Dated ......................................
Alexander Vagacs
Chief Executive Officer

0.2 General information and scope of work Iss 4, Rev 1
21 Mar 2022
0.2 General information and scope of work
0.2.1 Brief description of the organisation
AOJ is an incorporated company (Aktiengesellschaft) registered in Austria. AOJ is involved in aircraft
sales and acquisition, financing, management, charter, and asset management operations. The
company sells new and used aircraft; offers aircraft financing support through local and international
banking partners; and provides aircraft management services.
AOJ holds an AOC with approval Number A-117 for commercial air transport. The related Camo
approval is granted under approval number AT.CAMO.A-117. The aircraft operated on the AOC of
AOJ consist of various types of aircrafts, which allows AOJ to provide the best solution for the
customer to serve a worldwide operation.
All offices of AOJ relevant for the AOC operation including its CAMO office are located at:
Wohllebengasse 12-14
A-1040 Vienna
The main task of the AOJ Camo is the management of the aircraft operated under its AOC. AOJ Camo
holds the following privileges, limited to the types of aircraft, listed in Section 0.2.3 of this exposition:
1) manage the continuing airworthiness of aircraft:

a. used by AOJ as air carrier licensed in accordance with Regulation (EC) No 1008/2008,
when listed both on its certificate and on its air operator certificate;
b. not used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, as
listed on the certificate;
2) arrange to carry out limited continuing airworthiness tasks with any subcontracted
organisation, working under its management system, as listed on the certificate and as listed
in 5.3 of this exposition;
3) extend an airworthiness review certificate under the conditions of M.A.901(f).
4) carry out airworthiness reviews in accordance with M.A.901 and
a. issue the related airworthiness review certificate and;

b. extend it in due time under the conditions of M.A.901(c)(2), M.A.901(e)(2) as
applicable;
c. issue a recommendation for the airworthiness review to the competent authority of
the Member State of registry, under the conditions of M.A.901(d) or M.A.904(b)
d. issue the related airworthiness review certificate and extend it in due time under the
conditions of M.A.901(c)2 or M.A.901(e)2; and
e. issue a recommendation for the airworthiness review to the competent authority of
the Member State of registry.

21 Mar 2022
AOJ Camo approval AT.CAMO.A-117, approving the above listed privileges is issued for an unlimited
duration. It remains valid subject to:
1) the organisation remaining in compliance with Regulation (EU) 2018/1139 and its delegated
and implementing acts, taking into account the provisions related to the handling of findings
as specified under point CAMO.B.350;
2) the competent authority being granted access to the organisation as specified in point
CAMO.A.140;
3) the certificate not being surrendered or revoked.
The termination, suspension or revocation of the air operator certificate automatically invalidates
AOJ`s certificate in relation to the aircraft registrations specified in the air operator certificate, unless
otherwise explicitly stated by the competent authority.
Upon revocation or surrender, the certificate shall be returned by the AM to ACG without delay.
Currently all locations of AOJ are under the oversight of ACG and no oversight tasks are performed by
another competent authority.
Further details about the management structure of AOJ are detailed in Section 0.4 of this exposition.
0.2.2 Relation with other organisations

AOJ operates independently of any other organization. However, AOJ is supported by contracted
maintenance organizations for line and base maintenance, as listed in section 5.4 and by
subcontractors as listed in section 5.3.
Regardless of the legal and financial independence from other companies, due to common
shareholders involved, the companies Avcon Jet AG (AOJ), Jet24 GmbH (Jet24) and Avcon Jet Malta
Ltd (VCJ) are sharing resources or are having subcontracting arrangements in place with each other
as defined in 5.3. Specifically shared resources for ACo and AE are only in place between AOJ and
Jet24. Any other arrangements are covered by subcontracts. If resources are shared this must be
accounted for in a combined manpower plan. Where this is the case, this is defined in 0.3.14 of the
applicable organization`s exposition.
Since the initial issue of this revision, the processes between the mentioned companies are
harmonized wherever possible which allows more efficient processes in case of shared resources or
subcontracting, improves in regards to human factors principles and allows the mutual recognition of
certain procedure trainings as defined in this exposition in case personal is moving between the
organizations.
c) Subsidiaries / mother company

AOJ does not have any mother company. However, the Avcon Jet Group includes other organisations
active in various areas of business aviation. Especially the resources used by AOJ CAMO are also
partially or fully involved in the continuing airworthiness management of other AOCs and Avcon Jet
entities managing aircraft on private registers, such as Avcon Jet Malta Ltd (holding AOC MT-20),
Jet24 GmbH (holding AOC AT-144), Avcon Jet SrL (holding non EASA AOC #009) and Avcon Jet Ltd
operating various Aircraft under various private registrations including but not limited to Bermuda,
Cayman Islands, Isle of Man, etc.

21 Mar 2022
A close cooperation with this companies exists and an exchange of know-how and experience takes
place whenever necessary.
d) Consortia
This paragraph is not applicable.

21. Mar 2022
0.2.3 Aircraft managed – Fleet composition
The following table gives an overview on the type of Aircraft, on which AOJ Camo is performing continuing airworthiness tasks:
Table 1 - Scope of Aircraft managed:

Sub-
Maintenance Reliability AC ARC Operator/Owner Contract Applicable
Type contracted
Programme Programme managed Privilege under M.A.201 Date Regulation
Tasks
Cessna C525 AMP-AVCON-C525-ACG Small Fleet OE-FSR No Yes AOJ N/A Part M
Cessna C525B AMP-AVCON-C525B Small Fleet OE-GYS No Yes AOJ N/A Part M
OE-GCZ
Cessna C525C AMP-AVCON-C525C Small Fleet No Yes AOJ N/A Part M
OE-GCL
OE-GJB
Cessna C560XL AMP-AVCON-C560 Small Fleet OE-GZF No Yes AOJ N/A Part M
OE-GLI
OE-HOH
Cessna C750 AMP-AVCON-C750 Small Fleet Yes Yes AOJ N/A Part M
OE-HWJ
Bombardier OE-HRS
AMP-AVCON-CL300 Small Fleet Yes Yes AOJ N/A Part M
BD100-1A10 OE-HIL
Bombardier
AMP-AVCON-2B16 Small Fleet OE-IAA No Yes AOJ N/A Part M
CL600-2B16
OE-LDR
OE-IMB
Bombardier BD700 AMP-AVCON-GLX Small Fleet OE-LIO Yes Yes AOJ N/A Part M
OE-LLC
OE-LCA
OE-GHF
Learjet 45 AMP-AVCON-LJ45 Small Fleet OE-GJW No Yes AOJ N/A Part M
OE-GLY
Dassault F900 AMP-AVCON-F900 Small Fleet OE-IMI No Yes AOJ N/A Part M
Dassault F2000 AMP-AVCON-5B-F2EX Small Fleet 5B-CKO No Yes CSM Aviation 01 Mar 21 Part M
Dassault F7X AMP-AVCON-F7X Small Fleet OE-LRR No Yes AOJ N/A Part M

21. Mar 2022
OE-ITA
OE-IBK
Embraer EMB135 AMP-AVCON-EMB135 Small Fleet OE-IML Yes Yes AOJ N/A Part M
OE-IRK
OE-LAK
Embraer EMB550 AMP-AVCON-EMB550 Small Fleet OE-HXX No Yes AOJ N/A Part M
Gulfstream G200 AMP-AVCON-G200 Small Fleet OE-HOP Yes Yes AOJ N/A Part M
OK-RLV CTP Invest, spol s.r.o. 01 Mar 21
Gulfstream G280 AMP-AVCON-CZE-G280 Small Fleet No Yes Part M
OE-HKT AOJ
Gulfstream GIV-X AMP-AVCON-G450 Small Fleet OE-ITE No Yes AOJ N/A Part M
OE-ISN
OE-LCY
Gulfstream GV AMP-AVCON-GV Small Fleet OE-LCZ Yes Yes AOJ N/A Part M
OE-LIM
Gulfstream GVII AMP-AVCON-CZE-GVII Small Fleet OK-VOS No Yes CTP Invest, spol s.r.o. 21 Mar 22 Part M
Gulfstream GVI AMP-AVCON-G650 Small Fleet OE-LIV No Yes AOJ N/A Part M
ATTENTION: This table shall be revised each time an aircraft is removed from or added in the list.
*Operated under 83bis agreement. Deviating procedures may be applicable for paragraphs 1.1.2, 1.2.3.d, 1.4.1, 1.7, 2.11, 4.5, 4.8.1.a and 4.9 of this exposition.
Following Aircraft Types AOJ is approved for, but does not currently manage, including the privilege to carry out airworthiness reviews:
• Bombardier CL600-2B19
• Cessna 525A
• Cessna C680
• Hawker 900XP
• Airbus A320 Family
• Gulfstream G150
• Dornier 328
• Cessna C560
• Cessna C680A

21. Mar 2022
• Bombardier BD-700-2A12
• Embraer EMB-505
• Learjet 60

21. Mar 2022
0.2.4 Type of operation
AOJ is operating mainly in central and Eastern Europe. However, some long-range aircraft are used
for worldwide operation. The primary field of business is the operation of business jets for different
companies, privately and in commercial air transport under the AOJ AOC. The aircraft are in use on
charter, either for specific companies or available on the public charter market. AOJ Camo also
manages privately operated EASA registered aircraft if contracted to for this i.a.w. M.A.201 by the
owner.
0.2.5 Facilities
AOJ is located at Wohllebengasse 12-14, 1040 Vienna. The Management including the AM is located
at the 4th Floor. The Camo Office is placed in various rooms at the 3rd Floor as follows:
• The working places of the PCA and deputies are located in the “Postholder” office (3-03)
together with other Postholders of AOJ
• The working places of all AE are placed in the “Engineering” office (3-04)
• The working places of all ACo are located in the “Red Ops” office (3-10)
• The ARS is located in Office 3-02
• The CM and Safety Manager are located in 3-09
• The continuing airworthiness records are stored at:
o “Archive” (3-05),
o In shelfs next to the working places of the AOJ CAMO Employees, and
o In the basement (not shown on below plan)
The meeting rooms at the 4th Floor can be used by AOJ CAMO on demand. The complete facility offers
sufficient space for continuing airworthiness record storage and working places. The below plan gives
an overview about the rooms:

21. Mar 2022
The above described rooms at both locations are equipped with at least one working place for each
AOJ Camo employee, ensuring a good working environment and avoiding any undue disturbance and
are also used for storage of documents, which are described in this exposition (see sections 1.3.2 and
section 2) to be stored in the AOJ Camo office.
The storage of documents used by the subcontractors is defined in each subcontract.
All working places are equipped with internet access and all employees are equipped with a computer
and a mobile phone. A printer/scanner is available to all employees.

0.3 Management personnel Iss 4, Rev 1
21. Mar 2022
0.3 Management personnel
Below listed are the management personnel of AOJ Camo. All persons listed in chapter 0.3.1 to 0.3.3
and 0.3.5 to 0.3.6 are subject to the approval of the competent authority.
A change of any management personnel must be reported to the competent authority as specified in
Section 0.5.
All members of AOJ Camo required fulfilling a minimum level of knowledge, experience and
qualifications, depending on their position. Please refer to the trainings policy in 0.3.15 for detailed
requirements.
0.3.1 Accountable Manager (AM)

The Accountable Manager of AOJ Camo is holding the position of the Chief Operational Officer (COO)
in AOJ. He has got the corporate authority for ensuring that all continuing airworthiness
management activities can be financed and carried out in accordance with EASA Part M and Part
CAMO and in accordance with this exposition. He has got direct access to the CEO of AOJ.
He also has corporate authority for ensuring that all the operations of AOJ can be financed and
carried out to the standard required to maintain the air operator’s certificate of AOJ.
This includes particularly having appropriate arrangements (e.g. in regards to facilities, material and
tools, sufficient competent and qualified personnel, subcontractor arrangements, maintenance, etc.)
in place and ensuring the financing related to those arrangements.
The AM also holds the position of AM in the operational part of the AOJ AOC.
The AM has the ultimate financial responsibility for all continuing airworthiness activities performed
in accordance with this exposition and under the Camo approval of AOJ.
The AM establishes and promotes the safety policy as shown in 0.1.1 of this exposition and is holding
the direct safety accountability.
The AM nominates the persons described further in 0.3.1 to 0.3.3 and 0.3.5 to 0.3.6.
The SRB is chaired by the AM.
If the AM changes, it is required, that the new AM signs the corporate commitment stated in section
0.1.1.

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0.3.2 Nominated Postholder Continuing Airworthiness (PCA)
The PCA is the nominated postholder, responsible for the management and supervision of continuing
airworthiness activities.
The PCA is responsible, that the organisation is always in compliance with the applicable continuing
airworthiness management, airworthiness review and permit to fly requirements, Part-M and is
ultimately responsible to the AM.
The PCA shall not be employed by an organisation approved in accordance with Part-145 listed in 5.4,
unless specifically agreed by ACG.
In general the PCA is responsible, in the day-to-day continuing airworthiness management activities,
for ensuring that the organisation personnel work in accordance with the applicable procedures and
regulatory requirements. He shall be responsible to ensure any scheduled or unscheduled
maintenance is done in time and to an approved standard and to ensure the aircraft stays in a condition
which is in accordance with its type certificate and that the certificate of airworthiness remains valid.
Further the PCAs responsibilities include, but are not limited to the following:
• Coordinate all continuing airworthiness management activities;
• ensure that the CAME, AMPs and other continuing airworthiness related AOJ processes and
standards accurately reflect the applicable requirements;
• Manage proactively compliance and that any early warning signs of non-compliance are
documented and acted upon;
• Supervise all tasks performed by AE, ACo and subcontractors;
• Initiate and administrate maintenance contracts and revisions to the maintenance contracts
and in case of private aircraft agree with the operator on the process to select a maintenance
organisation;
• Take into account human factors and human performance limitations during continuing
airworthiness management, including all contracted and subcontracted activities;
• Review maintenance programmes i.a.w. indirect approval procedure as per 1.2.1.d;
• Take part in meetings of the CAMO Safety Review Board;
• Ensure Occurrence reports are filed whenever mandated by 2.11;
• Organize and lead through the regular CAMO meetings;
• Establish subcontracts, revise them as required and monitor all subcontracted activities;
• Prepare updates to the manpower plan whenever relevant changes happen and store the
revised manpower plan after verification of CM and acceptance by AM;
• Perform initial and recurrent competence assessment with personnel of AOJ Camo (see
section 0.3.15), update the training schedule after each competence assessment or as
necessary and organize the relevant trainings;
• Administrate the personnel files of all AOJ Camo employees as described in section 0.3.10,
0.3.13, 4.8.2 and 5.2;
• Continuously monitor the regulatory environment, incorporate any regulatory changes into
the Came as soon as required by the relevant regulation and implement all other necessary
changes into this exposition as defined in section 0.5 and 0.6;

21. Mar 2022
• Whenever required or deemed beneficial by the PCA, develop AltMoCs, administrate the
approval process and implement the procedures upon approval;
• Review and approve extensions to MEL items when requested by the ACo;
• Review and approve indirect revisions to the AMP;
• Remove aircraft from Service that are not airworthy;
• Perform all tasks in regards to the reliability programme as defined in section 1.10;
• Assign specific Airworthiness Review Extension Staff for every ARC extension;
• Establish continuing airworthiness contracts with the owner/operator for privately operated
aircraft; and
• Presenting of the continuing airworthiness records to the competent authority upon request.
• Lead or participate in management of change and safety risk mitigation.
The PCA remains also responsible for all tasks performed by the dedicated ACo, AE or subcontractors.

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0.3.3 Compliance Monitoring Manager (CM)
The primary objectives of compliance monitoring are to provide an independent monitoring function
on how AOJ ensures compliance with the applicable requirements, policies and procedures, and to
request action where non-compliances are identified. The CM is an independent person, who reports
directly to the AM.
The CM is responsible to monitor compliance with, and the adequacy of, procedures required to
ensure airworthy aircraft.
The CM must ensure that:
• the activities of AOJ Camo are monitored for compliance with the applicable requirements
including Part M and Part CAMO and any approved procedures including but not limited to
this CAME and the applicable AMPs;
• that these activities are carried out properly under the supervision of the PCA;
• that the SM and MSO are carrying out their activities as defined in this exposition;
• any contracted maintenance is monitored for compliance with the contract or work order;
• any subcontracted organization or person carries out the tasks in compliance with applicable
regulations, approved procedures and with the sub-contract;
• personnel is competent and trained to perform their tasks;
• an audit plan is properly implemented, maintained, and continually reviewed and improved;
• regularly review the management system to ensure it still corresponds to the size of AOJ
Camo and the nature and complexity of its activities, taking into account the hazards and
associated risks inherent in these activities;
• corrections and corrective actions are requested as necessary and
• run a feedback system to the AM about findings and the implementation of corrective
actions.
• Utilize a record system to document the management activities and store these records for at
least 5 years;
• Perform initial and recurrent competence assessment with personnel described in 0.3.4 (see
section 0.3.15), update the training schedule after each competence assessment or as
necessary and organize the relevant trainings;
• Administrate the personnel files of all AOJ Camo employees as described in section 0.3.4;
• Verify proposed AltMoCs for compliance;
• Verify amendments to this exposition i.a.w. 0.5 or 0.6 and ammendments to any other
manuals (included but not limited to AMPs);
• Perform all tasks in regards to the reliability programme as defined in section 1.10.;
• Run the compliance monitoring system including contracted and subcontracted activities and
perform all related tasks i.a.w. section 2.8;
• Verify any update to the manpower analysis;
• Verify new or revised maintenance contracts;
• Monitor the closure of findings, their root cause analysis and related preventive actions; and
• Monitor regulation changes, distribute them, implement audits at their effective date and
audit their implementation accordingly.
• Liaising with Austrocontrol regarding compliance and auditing.

21. Mar 2022
• Participating in SRB meetings.
The CM shall have access to all parts of the organisation, and as necessary, any subcontracted
organisation at all times.

21. Mar 2022
0.3.4 Compliance Auditor (CA)
Compliance Auditors are personnel, which supports the CM to perform audits. The CA does not
necessarily need to hold an equal qualification as the CM, but he must be trained appropriately as
defined in 0.3.15. Further the CA shall have performed at least 2 audits under supervision, of which
at least one has to be under supervision of the CM, before he conducts the first audit on his own. As
deemed necessary by the CM after the audit under the CMs supervision, additional audits under
supervision may be required. The CA shall perform single audits, as requested by the CM. The audit
checklist (refer to chapter 2) is prepared by the assigned QA, but shall be accepted by the CM before
the audit takes place. The audit report (refer to chapter 2) is as well prepared by the responsible CA,
but also needs to be presented to and signed by the CM after his review. The CA is only responsible
for the audit performed, but the fulfilment of the audit plan, the finding tracking and any other
related responsibilities over the compliance monitoring system stays with the CM. Chapter 2
describes the detailed procedure of compliance audits.
Details of the required qualifications of the CA are defined in 0.3.15. In deviance to the competence
assessment of other personnel, the assessment of the CA is performed by the CM.
If no audit has been performed by one CA within a period of 24 month, the CA shall perform another
audit under supervision of the CM, before the next audit is performed by this CA
0.3.5 Safety Manager (SM)

The SM is the unique focal point for the AM and for the development, administration, and
maintenance of AOJ`s safety management processes. Besides that, his main duties are to:
• Manage and administrate the safety part of the management system;

• facilitate hazard identification, risk assessment and management;
• monitor the implementation of actions taken to mitigate risks, as listed in the safety action
plan and as applicable transfer follow-up to be addressed by the compliance monitoring
manager;
• provide periodic reports on safety performance to the safety review board;
• ensure the maintenance of safety management documentation;
• ensure that there is safety training available with a sufficient syllabus;
• provide general advice on safety matters;
• establish and maintain safety reporting procedures and the just culture principles;
• document the Safety Management key processes and retain them for at least 5 years;
• facilitate the AOJ Camo related Hazard identification;
• manage the Safety risk management;
• conduct Internal investigations with the support of the MSO;
• conduct Safety performance monitoring and measurement;
• lead and administrate the manage management of change processes;
• ensure the immediate safety action i.a.w. AOJ`s Emergency Response Plan (ERP);
• ensure the initiation and follow-up of internal occurrence investigations; and
• run the safety communication and promotion into all areas of AOJ CAMO, it`s contracted
maintenance organizations and sub-contracted organizations.
• Safety Manager attends to the SRB meetings.
• Communicate to the Accountable Manager all information as necessary to allow decision
making based on safety data.

21. Mar 2022
0.3.6 Maintenance Safety Officer (MSO)
As the SM does not necessarily comply with all technical knowledge and experience requirements, he
is supported by a MSO with sufficient technical and continuing airworthiness knowledge and an
appropriate attitude to safety culture.
The MSO`s main tasks in support of the SM are to:
• Support technical hazard identification, risk assessment and management;

• Technically review and verify implementation of actions taken to mitigate risks upon request
of the Safety Manager;
• be part of the safety review board and participate any meetings of the board;
• ensure that the periodic safety training meets acceptable standards;
• support Internal investigations of the SM;
• manage management of change processes with technical expertise;
• provide technical advice on safety matters; and
• support all technical occurrence investigations with detailed technical and continuing
airworthiness regulation knowledge
Details of the required qualifications of the MSO are defined in 0.3.15. In addition to the competence
assessment of other personnel, the assessment of the MSO must be attended by the SM.
0.3.7 Not used

0.3.8 Not used
0.3.9 Deputizing
In case of temporary absence (e.g. sickleave, vacation, etc.) of the PCA or CM, a deputy shall take
over the duties for a limited time.
In case a deputy is defined for a position in section 0.4, this person shall take over the responsibilities
in case of longer absence for limited time.
In case no deputy is defined for a position in section 0.4, the holder of this position is responsible to
nominate a deputy before his absence.
The absence from the office is not necessarily an absence in sense of this paragraph, if the person is
able to continue fulfilling his tasks and responsibilities in a remote way (e.g. during business trips).
a) Deputy PCA
In case of longer absence of the PCA, a deputy PCA shall take over his duties for a time up to one
month. If the PCA is constantly absent for a time exceeding this period, the PCA shall report this to
ACG, including the reason and the expected duration of his absence. If the PCA is not able to do this,
connected to the reason of his absence, the AM shall perform this reporting to ACG.
b) Deputy CM
Currently no deputy CM is defined. In case of longer absence, the CM shall therefore define a person
to take over the CMs duties before the leave.
In case of absence exceeding one month, ACG shall be informed.
c) Deputy SM
In case of longer absence of the SM, a deputy SM shall take over his duties for a time up to one
month. If the SM is constantly absent for a time exceeding this period, the SM shall report this to

21. Mar 2022
ACG, including the reason and the expected duration of his absence. If the SM is not able to do this,
connected to the reason of his absence, the AM shall perform this reporting to ACG.
d) Deputy MSO
Currently no deputy MSO is defined. In case of longer absence, the SM shall review the situation and
need to supersede the MSO temporarily. In such case the MSO may be replaced by a person fulfilling
the relevant requirements and after an internal assessment up to a period of 3 months.
In case of absence exceeding 3 months, ACG shall be informed.
0.3.10 Airworthiness Controller (ACo)

Airworthiness Controllers are mainly dealing with the daily business and are the main point of contact
within the company, for crews and other departments as well as for maintenance facilities and
manufacturers for all continued airworthiness related issues. The ACo does not necessarily manage
specific aircraft types, but is dedicated to manage specific aircraft S/Ns.
Trainings and previous camo experience of the dedicated person shall be taken into account for the
distribution of aircraft and types to the persons. The PCA is ultimately responsible for the dedication
of the ACo to specific aircraft. His decision shall be based on the competence assessment results. This
decision shall be re-evaluated by the PCA in case the ACo is planned to take over other or additional
aircraft.
Their tasks include, but are not limited to the following:
• Organising approval for any repairs or modifications as necessary and ensuring the data used
complies with EASA Part M,
• Planning of scheduled maintenance including ADs, Operational Directives with Continuing
Airworthiness Impact and SBs, issue of workorders therefore to an appropriately approved
maintenance organisation and control of the workreports as defined in section 1.3.2.b;
• Control that all maintenance is performed to an approved standard and i.a.w. the approved
AMP;
• Organising of unscheduled maintenance, issue of workorders therefore to an appropriately
approved maintenance organisation and control of the workreports;
• Support in AOG situations including application of MEL or CDL, verification of defects against
the deferred defect policy, document the items on HIL or dentchart and track them as
applicable;
• Supervising of above listed maintenance, coordinating related decisions to ensure that any
maintenance is carried out properly and is appropriately released for the determination of
aircraft airworthiness, including checking locally at the maintenance facilities on any aspect of
the contracted work;
• delivering to the pilot-in-command in case of private aircraft, or to the relevant departments
in AOJ, any updated mass and balance statement reflecting the current configuration of the
aircraft;
• Monitor the validity of the ARC and organise for extension or recommendation when required;
• Participate regular CAMO meetings;

21. Mar 2022
• Administration of the aircraft continuing airworthiness record system and control of
workreports of contracted maintenance and keeping the aircraft records up to date as defined
in section 1.3.2.a;
• Control any maintenance workpackage and CRS against the workpackage checklist and carry
out all related tasks;
• Inform the PCA about any event which may require an occurrence report and file such report
as required; file any internal safety report on its own discretion;
• Control hours and cycles of an aircraft at each maintenance event and update the utilisation
in the tracking programme regularly;
• In case an aircraft leaves, hand it over, document the transfer of continuing airworthiness
records i.a.w. 1.3.2.d and cancel any subscriptions or services related to that aircraft;
• Administration of the AD/SB status in regards to compliance status in the applicable tracking
programme;
• Track the weight and balance schedule of the aircraft, any amendments or weighing reports
and distribute them internally as required;
• Ensure MCFs are carried out when required and organize a permit to fly if required;
• The ACo is usually the main point of contact for all flight crews, inside AOJ for other
departments and for third parties such as contracted maintenance facilities in regards to
aircraft specific requests; and
• Perform all tasks in regards to the reliability programme as defined in section 1.10.
Even though the above mentioned tasks are performed by the ACo, the final responsibility lasts with
the PCA. Therefore the ACo shall stay in close contact with the PCA when the ACo performs these tasks.
0.3.11 Continuing Airworthiness Coordination

The PCA is supported by internal Camo personal as well as subcontractors to fulfil his responsibilities.
Subchapters 0.3.10 to 0.3.12 list the persons, which perform airworthiness tasks under the
supervision and responsibility of the PCA.
As the PCA is the ultimate responsible person within AOJ Camo for all airworthiness tasks performed,
the PCA shall control and coordinate the tasks performed by the below described groups of persons.
The PCA shall organize regular Camo Meetings in order to collect all relevant information about the
fleet and give advises to the Airworthiness Controllers and Airworthiness Engineers. All ACo and AE,
which are present in the office at the dates of the meeting, shall attend. Nevertheless, the ACo and
AE shall at any time immediately inform the PCA about any issues, which require the PCA`s
immediate decision or attention.
0.3.12 Subcontractors
Subcontractors are used to perform continued airworthiness tasks, if the internal manpower is not
sufficient or if the AM decides to use subcontractors for other reasons.
Depending on the sub-contract itself, the tasks performed by the subcontractors may consist of the
ACo tasks, the AE tasks, or both for specific aircraft. The extent of the subcontracted work is defined
in each subcontract.
21. Mar 2022
Competence assessment of subcontractors is done IAW training policy in 0.3.15 as required by the
role of the subcontractor (ACo, AE, or both).
Section 5.3 gives a detailed overview about subcontractors and the subcontracted part of the work.
In order to allow the PCA to keep the overview and authority over the continued airworthiness tasks
performed by subcontractors, they shall either attend the regular meetings as described in 0.3.11 or
send a bi-weekly report to the PCA. The subcontractor reporting form (Form 5.1.01) gives guidance
about the minimum content of such report. The report shall be reviewed by the PCA or an ACo or AE
dedicated by the PCA to review the reports on his behalf. Depending on the extent of the report the
review may be carried out to 100% or by a sampling appropriate to the extent of the report. In case
AOJ Camo disagrees with the planned actions, the PCA shall inform the subcontractor accordingly.
Beside the bi-weekly reports, the subcontractors shall involve the PCA in any major decision, which
may affect the airworthiness of an aircraft or in any other decision, which requires the PCAs
immediate attention. In AOG situations or in case of MEL application, the subcontractor shall inform
AOJ Camo immediately by e-mail. The notification shall include the aircraft registration and all
relevant details about the event. The PCA or an ACo or AE dedicated by the PCA to supervise AOG
situations on this aircraft shall monitor the actions taken and shall involve himself in case of any
disagreement with the actions planned by the subcontractor.
Subcontractors are not allowed to modify or change any approved procedure. All subcontractors
have to follow the procedures described in this exposition. Changes to approved procedures in the
AMPs, if their development is subcontracted, can only be performed if the PCA agrees on the change.
Maintenance Records shall be made available by the subcontractor to AOJ Camo, either digitally or in
hardcopy, as defined in the subcontract.
AOJ shall only sub-contract to organisations which are specified by ACG on AOJ`s current EASA Form
14.
The SM shall include the subcontracted activities when identifying the organisation`s safety risks in
accordance with section 2.1
The subcontractors shall at any time give ACG access to their facilities. This is also defined in every
sub-contract itself.

21. Mar 2022
0.3.13 Airworthiness Engineer (AE)
The airworthiness engineers are clearly dedicated to specific aircraft types. They are mainly dealing
with the maintenance programme and modification administration.
Their tasks include, but are not limited to the following:
• Develop the maintenance programme for the aircraft and amend it when required;
• Regular Check of current maintenance data revision status and verification against available
revisions and the need for revisions to the maintenance programme as described in section
1.2;
• Perform the annual review of the maintenance programmes;
• Perform all tasks in regards to the reliability programme as defined in section 1.10.6;
• Distribute the AMP as stated in the programme including but not limited to the
owner/operator of aircraft not contained on the AOC of AOJ;
• Verification of non-mandatory modifications and inspections and definition of due dates for
each aircraft in the tracking programme including assessment making use AOJ`s safety risk
management process i.a.w. 1.6.2;
• Control of published SBs and other manufacturer publications as well as new national
requirements, continuing airworthiness requirements established by the agency and
implementation of those into the AMP as applicable;
• Regular check for and evaluation of:
o airworthiness directive (AD);
o operational directive with a continuing airworthiness impact;
o continuing airworthiness requirement established by the Agency; and
o measures required by the competent authority in immediate reaction to a safety
problem;
• Communicate EADs with short compliance time immediately to ACo and PCA when found
• Administration of the AD/SB status in regards to evaluation of applicability and due date in the
applicable tracking programme;
• presentation of the AMP and its amendments to the competent authority for approval or
initiate the indirect approval procedure i.a.w. section 1.2.3.d;
• Analysing the effectiveness of the maintenance programmes as defined in section 1.5
• Ensure by regular review that AOJ holds applicable current maintenance data in accordance
with M.A.401 for the performance of continuing airworthiness tasks;
• Participate regular CAMO meetings;
• Inform the PCA about any event which may require an occurrence report and file such report
as required; file any internal safety report on its own discretion;
• Monitor the need for revisions to the maintenance programmes;
• Prepare revisions to the maintenance programmes and organise for approval;
• Maintain and update the fleet and engineering folder;
• Send indirectly approved AMP revisions to ACG; and

21. Mar 2022
Even though the above mentioned tasks are performed by the AE, the final responsibility lasts with the
PCA. Therefore the AE shall stay in close contact with the PCA when the AE performs these tasks.

21. Mar 2022
0.3.14 Manpower Resources and Training Policy
a) Manpower Resources
AOJ shall at any time have sufficient appropriately qualified staff for the expected work. It is the AMs
responsibility to provide the necessary manpower to accomplish all continuing airworthiness tasks,
compliance monitoring functions and safety management functions.
In addition to the management personal described in section 0.3.1 to 0.3.3 and 0.3.5 to 0.3.6, increased
need in manpower is mainly covered by additional AE and ACo staff. A detailed analysis about the
current need of manpower is stored separately from the Came (by use of Form 5.1.02) and shall be
presented to the competent authority upon request. This form shall be updated at any time the
number of staff changes, or the workload is increasing or de-creasing due to the number of aircraft or
due to the amount of subcontracted tasks. Any update of this analysis shall be prepared by the PCA or
his deputy and accepted by the AM.
In case the available manpower for AE or ACo reaches 5% or less, the PCA shall coordinate a risk
assessment to be carried out by the SM and supported by the MSO. The Risk assessment shall also be
brought to the attention of the AM. It may be acceptable to operate at less than 5% or even temporarily
accept a negative remaining manpower, but mitigating actions may be required (e.g. vacation ban,
support for administrative tasks outside the CAME by other departments, overtime, etc.).
Even if changes to the manpower analysis by the number of staff or number of aircraft are managed
outside the Came, any change of required manhours for each aircraft type on Form 5.1.02, based on
the experience requires a revision of section 5.1 of this exposition to indicate and approve this change.
A signed version of the actual manpower analyses shall be stored electronically.
The below table gives a detailed overview of manpower resources, which are currently available to
AOJ Camo.
Additional Part Additional Staff on
Function Employees Hours per week
Time Staff (hrs) demand
AM 1** 0 45 N/A
PCA 1** 0 45 N/A
CM 1** 0 45 N/A
SM 1** 0 45 N/A
MSO 1*** 0 N/A N/A
AE 5,5** 0 247,5 N/A
ACo 15,5** 2 (22,5) 742,5 N/A
ARS 1 0 45 N/A
CA 0 0 0* 1*
Total 26 2 (22,5) 1 215 1
*refer to chapter 2.6 for details of CA manpower distribution
**manpower may be used at other Austrian CAMO – see below
***no extra person - carrying out this function in addition to another function in AOJ CAMO
ATTENTION: as most staff is also working for a different operator, in order to validate the total hours
for both operators, a COMPLETE manpower plan including all workload and personal of both operators
should be done in addition to the manpower analysis done for AOJ only. The ACG approved Form and
calculation method of either operator may be used for this purpose.

21. Mar 2022
0.3.15 Training Policy
Any staff of AOJ Camo, as listed in this section 0.3 of this exposition shall be adequately qualified and
trained to carry out his function.
Every new employee shall be assessed by the PCA together with one deputy PCA or an other
appropriately qualified person, using the competence assessment form (Form 5.1.03), to analyse his
experience, qualification and knowledge. The competence assessment shall include a training need
analyses as well as a personal interview to determine the knowledge and personal attitude of the
potential new employee.
In the specific case of CM or SM the assessment is carried out by the AM together with a person having
relevant experience in the specific area.
In the specific case of CA and MSO, the assessment shall lead carried out by the CM or SM respectively.
In case the new employee is the PCA itself, the assessment shall be performed by the previous PCA, or
if not possible by the CM.
In case the person is assessed for a position requiring an approval of ACG (0.3.1 to 0.3.3 and 0.3.5 to
0.3.6), the AOJ internal assessment shall take place before the person is scheduled for the assessment
at ACG.
After this initial assessment, every employee of AOJ shall be re-assessed with an interval of 24 months,
or in case of a change in the position of the employee. The same procedure as for the initial assessment
applies.
If the person has been recruited from another approved CAMO a written confirmation from the
previous organisation is acceptable to proof the competence i.a.w. AMC2 CAMO.A.305(g)/(b) until the
next recurrent assessment except for company specific procedures taking into consideration the job
description and training requirements of Avcon Jet AG. In the cases of Avcon Jet, Jet24 GmbH and
International Jet Management, the trainings for internal processes are mutually accepted due to
similarity of them.
The assessment could result as follows:
• Fully Satisfactory – this is the result if the employee has got all necessary trainings performed
and the assessor has got the impression, that the knowledge and the attitude of the person is
appropriate to the position he holds. The training schedule (Form 5.1.04) shall only be updated
for this employee to reflect the necessary recurrent trainings, required within the following 2
years until the next assessment;
• Satisfactory with Conditions – this is the result, when minor lacks of knowledge are detected
or single trainings have not yet been performed, but the assessor gains the overall impression,
that the employee is capable to fulfil his tasks without any impact on the quality of the tasks.
The training schedule (Form 5.1.04) shall be updated to include the necessary recurrent
trainings, required within the following 2 years until the next assessment as well as additional
trainings, which are necessary to compensate the lack of knowledge or qualification. The
trainings resulting from the lack of knowledge or which are missing to complete the
assessment fully satisfactory shall have priority in the training schedule against the normal
scheduled refresher trainings;
• Partly Satisfactory – this is the result if lack of knowledge, experience or qualification is
detected in a specific area. The detected shortfall could affect the quality of the work
performed by the employee, but the employee is found capable to perform tasks in other
areas, where the detected shortfall has no influence.

21. Mar 2022
In this case, the tasks of the employee shall be limited immediately and the AM shall be
informed. The training schedule (Form 5.1.04) needs to be updated as applicable or other
actions shall be taken (e.g. internal trainings, on the job training with satisfactory assessed
employee, etc.) to compensate the lack of competence as soon as possible. After the necessary
actions have been taken to compensate the lack of competence, the employee shall be
assessed again; or
• Unsatisfactory/Failed – this is the result, if the assessor gains the impression that the employee
is not able to perform tasks in any area sufficiently, based on his experience, knowledge or
attitude. The employee shall not perform any continued airworthiness tasks without
supervision anymore with immediate effect. The training schedule (Form 5.1.04) needs to be
updated as applicable or other actions shall be taken (e.g. internal trainings, on the job training
with satisfactory assessed employee, etc.) to compensate the lack of competence as soon as
practicable. The AM shall be informed immediately. A re-assessment is mandatory, before the
employee will be allowed to perform again any continued airworthiness tasks without
supervision.
In addition to above described assessment, the PCA and it`s deputies constantly monitor the
performance of the employees during the day to day business. Besides the daily discussions about
problems, specifically following information is taken into account too:
• Information given during regular meetings and ability to give competent answers during these
meetings
• Findings from audits by CM
• Findings from any external audits (asset inspections, PPI reviews, Export CofA inspections, etc.)
• Findings from Airworthiness Reviews
• Information collected during Airworthiness Review Extensions
• Feedback from other departments
Based on above collected information, feedback and impressions, the PCA may decide to perform a
re-assessment earlier than the next due date to verify specific training needs of the employee

21. Mar 2022
The minimum requirements for each position are listed on the assessment form (Form 5.1.03). The
below table gives an overview about the key qualifications and experiences required:
Initial / Interval of recurrent in years
Dep. PCA
Training
MSO
PCA
ACo
ART
ARS
CM
SM
CA
AE
CAME*
Internal training about Came procedures
AMC5 CAMO.A.305(g)/(a) X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2
AMC1 CAMO.A.305(c)/(f)
EASA Part M and Part CAMO*
Regulation Training X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2
AMC5 CAMO.A.305(g)/(a)
Aircraft Type Familiarization Training
Within 24mth
Level 1 General Familiarisation of one X X X X X X
type in the fleet or compareable systems
AMC1 CAMO.A.310(a)(3)t
Maintenance Programmes*
internal training on actual AMPs, held by X/2 X/2 X/2 X/2
PCA or AE
Maintenance Programme Development
Course
Development and requirements of X/3 X/3 X/3
maintenance programme
AMC4 CAMO.A.305(g)/(d)
Reliability Training
AMC4 CAMO.A.305(g)/(d) X/3 X/3 X/3
Fuel tank safety Phase 2 / recur.
Within 12mth X/2 X/2 X/2 X/2 X/2
Appendix III to AMC4 CAMO.A.305(g)
Fuel tank safety Phase 1
Within 6mth X X X X X X X X X
Appendix III to AMC4 CAMO.A.305(g)
Quality and Compliance Management
AMC4 CAMO.A.305(g)/(c) X
Internal Safety and Reporting Procedure
Training X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2
AMC5 CAMO.A.305(g)/(a)
Safety Training including human factors
AMC3 CAMO.A.305(g) including GM1 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2
and GM2 to it.
Safety Continuation Training Customized
Training based on last 24mth occurences
and safety matters done by SM X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2 X/2
AMC5 CAMO.A.305(g)/(b) and AMC1
CAMO.A.202/(c)(3)
Training for staff involved in internal
investigations X/2 X/2 X/2
AMC1 CAMO.A.202/(b)(5)
Auditing Principles
X X X X X X
Airworthiness Review Staff Training
X
Maintenance Tracking Tool
Training or experience based evaluation
on Campsystems or other used tracking X X X X X X X X
tools

21. Mar 2022
Dep. PCA
Training
MSO
PCA
ACo
ART
ARS
CM
SM
CA
AE
Practical CAMO Training (10 working
days) X
LTH 77 4.2
Practical Training in a contracted
maintenance organization (5 working
days) X
LTH 77 4.2
*This training is required before repetitive interval, if major changes to procedure or regulation are
published.

21. Mar 2022
In addition to the trainings, some positions require a specific experience or knowledge:
Dep. PCA
Experience/Knowledge
MSO
PCA
ACo
ART
ARS
AM
CM
SM
CA
AE
Basic understanding of EASA Part M and
Part CAMO X
Relevant knowledge, background and
satisfactory
experience related to aircraft continuing X X X X
airworthiness management
Working knowledge of EASA Part M and
Part CAMO X X X X
Demonstrate a complete understanding
of the applicable regulatory
Requirements (Part M, CAMO, 145, 21,
bilateral agreements, national
requirements, AMC20, etc.) X X
Note for ARS: “Relevant parts of initial
and continuing airworthiness
regulations”
Demonstrate relevant knowledge,
background and applicable
experience related to the activities of
AOJ CAMO including knowledge and
experience in compliance monitoring
Note for SM and MSO: “understanding of X X X
management systems, including
compliance monitoring systems;
operational experience related to the
activities of the organisation”
practical experience and expertise in the
application of aviation safety standards X X X X
and safe operating practices
a comprehensive knowledge of relevant
parts of operational requirements and
procedures; AOJ's operations
specifications and the need for, and X X X X
content of, the relevant parts of AOJ's
operations manual.
Relevant parts of operational
requirements (EASA Ops) and procedures X
(OMs, ODs, etc.)
knowledge of Human factors principles
and safety management systems based
on the EU management system
requirements including compliance
monitoring and ICAO Annex 19 X X X X
Note for SM and MSO “knowledge of
ICAO standards and European
requirements on safety management”
5 years of relevant work experience, of
which at least 2 years should be from the
aeronautical industry in an appropriate
position X X X X X
Note for ARS: “5 years of experience in
continuing airworthiness”

21. Mar 2022
Dep. PCA
Experience/Knowledge
MSO
PCA
ACo
ART
ARS
AM
CM
SM
CA
AE
a relevant engineering degree or an
aircraft maintenance technician
qualification with additional education.
Note: for ARS “acquired an appropriate
licence in compliance with Annex (III)
Part-66 or an aeronautical degree or a
national equivalent”
The above may be replaced by 5 years of X X X X
experience in addition which cover an
appropriate combination of experience
in tasks related to aircraft maintenance
and/or continuing airworthiness
management and/or surveillance of such
tasks
thorough knowledge of the
organisation's CAME X X X X X
knowledge of maintenance methods X X X X
at least 5 years of experience in
continuing airworthiness X
Satisfactory completion of an
airworthiness review under the
supervision of the competent authority,
or under the supervision of another AOJ
ARS as ART.
NOTE: Airworthiness Reviews carried out
under Avcon Jet or International Jet X
Management are mutually accepted by
the other organisation for such
supervision effective from the approval
of this issue of this exposition due to
equivalence or similarity of processes
acceptable under AMC2 CAMO.A.305(g)
been involved in continuing
airworthiness management activities for
at least 6 months in every 2-year period,
or conducted at least one airworthiness
review in the last 12-month period or X
conduct Airworthiness Reviews under
Supervision to restore recency
requirements.
safety management experience X
an understanding of risk management;
an understanding of safety investigation
techniques and root cause X X
methodologies;
understanding and promotion of a
positive safety culture X X X
interpersonal and leadership skills, and
the ability to influence staff; X
oral and written communications skills;
data management, analytical and
problem-solving skills X X

21. Mar 2022
0.3.16 Personnel Files
For each employee a personnel file shall exist. Those files are stored in hard copy in a folder. More
employees may be combined in one folder.
Each folder shall have following minimum content:
• Curriculum Vitae;
• Last two competence assessments, but at least all competence assessments within the last 2
years;
• As applicable confirmation letter of previous CAMO
• Certificates of all trainings – if training has been performed on recurrent basis, the last
certificate is sufficient;
• Certificates of employment if available; and
• Graduation certificate from school/university if position requires degree
This folder is administrated by the PCA. For privacy reasons, only the PCA, CM, AM and their deputies
shall have access to the personnel files.
All personnel files shall be retained during the period the person is working in AOJ Camo and thereafter
3 years after the person has left the organisation.
Additionally to the personnel files the trainings plan shall be stored, either together with the personnel
records or in a separate binder.

0.4 Management organisation chart Iss 4, Rev 0
02 Aug 2021
0.4 Management organisation chart
0.4.1 General Organisation Chart
The below Chart shows the structure of AOJ as operator:
Christian Hrauda Alexander Vagacs

(Accountable Manager) (CEO)
Martin Pühringer Krisztian Szekacs

(Safety Manager) (Compliance Monitoring
Manager)
Compliance Auditors
Maintenance Safety
Officer [ref. to section 2.8.6]
Markus Grafl
Andre Weber Jürgen Körber Jürgen Körber
(Nominated Person
(Nominated Person (Nominated Person (Nominated Person
Continuing
Groundoperations) Flightoperations) Crewtraining)
Airworthiness)
Sub-Contractors
[refer to section 5.2]
0.4.2 Continuing Airworthiness Management Organisation Chart

The below Chart shows the structure of Continuing Airworthiness Management Organisation:
Christian Hrauda Alexander Vagacs

(Accountable Manager) (CEO)
Martin Pühringer Krisztian Szekacs

(Safety Manager) (Compliance
Monitoring Manager)
Markus Grafl Compliance

Maintenance Auditors
Safety Officer (Nominated Person
Continuing Airworthiness)
Deputy PCAs
Airworthiness
Review Staff
Airworthiness Controller
Airworthiness
Review Trainees Airworthiness Engineers
Sub-Contractors
[refer to section
5.2]

0.4 Management organisation chart Iss 4, Rev 0
02 Aug 2021
0.4.3 Contact Details
AM – Accountable Manager
Name: Christian Hrauda
Nationality: Austrian
Mobil: +43 676 83211 505
E-mail: [email protected]
PCA – Nominated Person Continuing Airworthiness

Name: Markus Grafl
Mobil: +43 676 83211 650
Deputy PCA
Name: Christian Dollberger
Mobil: +43 676 83211 887
Name: Michael Tuschetschläger

Mobil: +43 676 83211 484
CM – Compliance Monitoring Manager

Name: Krisztian Szekacs
Nationality: Hungarian
Mobil: +43 676 83211 553
SM – Safety Manager
Name: Martin Pühringer
Nationality: Austria
Mobil: +43 676 898 717 751

0.5 Procedure for changes requiring prior approval Iss 4, Rev 1
21. Mar 2022
0.5 Procedure for changes requiring prior approval
Amendments to this exposition are distinguished between such changes requiring prior approval and
changes not requiring prior approval.
The following changes require prior approval by ACG:
• the name of AOJ;

• AOJ’s principal place of business;
• additional aircraft types;
• change of the accountable manager;
• additional subcontracted organization;
• changes to personnel listed in 0.3.2, 0.3.3, 0.3.5, 0.3.6 or airworthiness review staff listed in
5.2 and airworthiness review extension staff listed in 4.8.2;
• changes to the reporting lines shown in section 0.4;
• changes to the procedure for changes not requiring prior approval as shown in 0.6;
• changes to the alternative means of compliance or the related procedure in section 0.7;
• changes to the procedure for the completion of an airworthiness review;
• changes to the competence assessment procedure shown in section 0.3.15 and 5.1.03;
• changes to the procedure for the indirect approval of the AMP in section 1.2.3.d or form
5.1.14
• changes to this list
Changes listed above shall only be implemented following the approval by ACG.
0.5.1 Revision Process

The PCA is responsible to continuously monitor the regulatory environment and is responsible to
incorporate any regulatory changes into the Came as soon as required by the relevant regulation.
Other reasons for a revision may be but are not limited to fleet changes, personnel changes,
procedure changes to increase the level of safety, simplifications in respect to human factors
principles or corrections of findings on the Came by internal or external audits.
Any other member of AOJ Camo may suggest changes directly to the PCA or by the use of the SMS
system.
Such amendments shall be prepared by the PCA or his deputy and signed in section 0.1.2 by the AM
and CEO. The PCA may also dedicate the preparation of a Came revision to any properly qualified and
experienced employee of AOJ Camo. In this case the PCA shall give guidance about the content of the
revision and review the prepared amendment. Following the PCA`s review, the amendment is sent to
the CM for a compliance review before the revision is sent to ACG for verification and approval. As
applicable such amendments shall be accompanied by an EASA Form 2 when sent to ACG. If findings
are raised by ACG during the verification process, the PCA is responsible that the findings are closed.
As soon as ACG approves such amendment, it shall be distributed to any member of AOJ Camo and
the recipients according the distribution list in the introduction section of this exposition. The
exposition and the received approval shall be stored as described in this section and the old revision
shall be archived to avoid any confusion about the most actual revision.

21. Mar 2022
In case changes are planned that cause the CAMO approval certificate to be changed (e.g. removal or
addition of aircraft types, changes to subcontractor setup, change of location, etc.) should be
submitted at least 6 weeks before the date of the intended changes or at the earliest opportunity in
case of unforeseen changes.
In the case of a planned change of a nominated person, the revision shall be submitted to ACG at
least 4 weeks before the date of the proposed change or at the earliest opportunity in case of
unforeseen changes.
In order to keep the revision system traceable, all revisions shall be stored in digital.
The approval of the latest amendment approved by ACG and Form 5.1.05 of the current amendment
(if applicable) shall be stored electronically or in hardcopy.
No original hardcopy of the Came exists. However, it is acceptable that any member of AOJ Camo prints
his own copy for reference. In this case the individual person is responsible to check if his copy matches
the current version of the Came.
Additionally the PCA shall send each revision to the addresses listed in the distribution list in the
administrative section of this exposition. When distributing the revision, the survey function of outlook
is used to confirm receipt and the confirmation list is stored together with the revision.
The folder on the server shall also contain the approval as well as all connected forms and the historic
Came revisions and issues as far as they are available.
The person, who prepared the revision, shall be responsible to store the documents on the server as
described and distribute the revision as per the distribution list on the beginning of this exposition.
a) Identification of Revisions
Each version of the exposition shall be clearly identifiable. Therefore a numbering system, consisting
of 3 parts has been established:
(1) Issue Number:
This number shows the number of the issue. A new issue number is only used if the majority of the
exposition has changed or complete new processes have been implemented in the majority of the
chapters.
A numerical system is used. The number 0 indicates the original issue and each issue the number is
raised by 1.
A new issue requires prior approval i.a.w. 0.5 of this exposition
(2) Revision Number:
A new revision number is given anytime a change requiring prior approval is done. A numerical system
is used. The number 0 indicates the original revision of the issue and each amendment or revision the
number is raised by 1.
(3) Revision Letter:
A letter is used to indicate any change done i.a.w. section 0.6 of this exposition. Each revision approved
by ACG shall not carry any letter. The first amendment that does not require prior approval is indicated
by the capital letter A. Each time such amendment is done, the letter should be raised in alphabetic
order. If Z is reached, a letter combination can be used. So e.g. following Z would be AA, AB, AC, [...],
AZ, BA, BB, BC, etc.

21. Mar 2022
The document shall be named using the following format example: AVCON_CAME_I.4-Rev.5.D
b) Highlighting of Changes
A short summary about any changes applied, shall be listed in the Highlights of Revisions and the
revision shall be included in the revision list. For any revision the record of revisions is amended,
regardless if it is a change requiring prior approval or a change not requiring prior approval. Once an
amendment is approved it shall not be deleted or edited in the highlights of revisions or the revision
list anymore by any further revision.
In case of a complete re-issue it is acceptable, but not required, to start the records of revisions again
to help for a better overview.
If the content or format of a page is significantly changed (not significant means e.g. correction of typos
if the meaning is not changed, correction of formatting errors, etc.), the complete section shall carry
the revision number of the amendment that leaded to the latest change. A section is defined by the
second level subchapter (e.g. 0.6).
All sections shall be listed in the list of effective pages with its issue, revision number and revision
letter. In addition the number of pages for each section shall be indicated in the list of effective pages.
Where a process is documented in another manual separately from this exposition, but is a process
required to be described in the CAME, the applicable pages are added to the LEP of this exposition
with it`s revision status. Whenever the relevant part of the external manual changes, the CAME is
revised as well and the applicable page is updated in the LEP.
Any change itself shall carry a revision bar on the righthand side of the text or graphic to indicate where
on the affected page the content or format had been changed.
This example text shows how the change is highlighted. This does not necessarily mean this sentence
had been changed in the current Came revision.
c) Management of change and risk assessment

AOJ`s SM manages the safety risks related to any changes to AOJ in accordance with AMC1
CAMO.A.200(a)(3)/(e). Therefore before any revision is published, all relevant changes to procedures
including aircraft or types added or removed, a risk assessment is carried out and provided to the
competent authority upon request
The risk assessment is performed as described in section 2.1.

0.6 Procedure for changes not requiring prior approval Iss 4, Rev 0
02 Aug 2021
0.6 Procedure for changes not requiring prior approval

Changes not listed in section 0.5 do not require prior approval by ACG.
Following are examples for changes not requiring prior approval:
• Removal of registration marks in section 0.2.3, if this does not affect the scope;
• Adding of Registration mark in section 0.2.3 within the already approved scope;
• Changes of manpower resources if the manpower analysis leads to a satisfactory result;
• Changes to the list of contracted maintenance organisations if it does not affect the scope;
• Removal of ARC Staff in Section 5.2, if this does not affect the scope;
• Correction of typos;
• Editorial changes;
• Reduction of List of Airworthiness Review Extension Staff (Section 4.8.2) if the scope is not
affected;
• Changes in references to external manuals or implementation of changes approved by ACG as
part of the revision of another manual (e.g. change of nominated person flight operations
previously approved as part of an OM-A revision);
• Modifications to Forms, affecting the Layout, amending the content by additional items, etc..
Note: In this case, Section 5.1 shall be changed together with the Form, to show the revision
letter of the form and the form shall be replaced; and
• Changes to contact details of the same person (e.g. new mobile phone number)
• Removing an aircraft from a subcontractor setup if manpower permits and as long as it is not
the last of the type subcontracted
• Adding an aircraft to a subcontractor setup if the type of aircraft is already approved to be
subcontracted to the specific subcontractor
• Changes to internal procedures other than those listed in 0.5
Such amendments of this exposition are also prepared as described in section 0.5.1 with the
exception that it is not sent to ACG for approval.
Such amendments require a 4-eye principle preparation. This means it is either prepared by a deputy
PCA or other properly qualified personnel and reviewed by the PCA, or prepared by the PCA and
reviewed by the deputy or other qualified personnel.
During such amendment not requiring prior approval, the revision number is not raised, but a letter
for the revision status is added. This letter remains until the page is revised by any future revision.
Also the list of effective pages shall be updated during each amendment.
Instead of the approval by ACG, the revision is prepared and distributed to the CM and the SM for
their review together with form 5.1.05 on which the changes are documents.
The CM performs a pre-audit of the procedures outlined in sections 0.5 and 0.6 of this exposition and
for compliance with regulatory requirements. Potential findings are communicated to the PCA who is
responsible to implement the corrective actions as applicable and re-distribute the revision to the

0.6 Procedure for changes not requiring prior approval Iss 4, Rev 0
02 Aug 2021
CM and SM thereafter. In case of a positive outcome of the pre-audit, the CM confirms the revision
by signature on form 5.1.05.
The SM performs a risk analysis for the implemented changes and performs a management of
change process. In case of a positive outcome the SM also signs form 5.1.05 accordingly.
Once Form 5.1.05 is signed by all parties, the PCA distributes the revision i.a.w. section 0.5.1 and
sends the revision to ACG for information together with the completed form 5.1.05.
The revision takes effect immediately upon distribution. However, if ACG disagrees with the changes
or the verification that it does not require prior approval, the revision is revoked and any
implemented changes have to be undone.

0.7 Procedure for alternative means of compliance (AltMoC) Iss 4, Rev 0
02 Aug 2021
0.7 Procedure for alternative means of compliance (AltMoC)
Whenever during the development or amendment of a procedure the PCA sees a more efficient or
appropriate way for AOJ to comply with a specific requirement other than those described in existing
AMCs, own alternative means of compliance with the regulation may be developed. Such AltMOCs
must show compliance with the regulatory means it addresses and shall not affect the level of safety.
Any AltMOC requires approval by ACG prior it can be implemented into the approved processes and
used.
Before a proposed AltMOC is submitted to ACG for approval i.a.w. CAMO.B.120, an internal
documented evaluation has to be performed. For this purpose form 5.1.06 is used.
The PCA fills form 5.1.06 with all required details such as reference to the regulatory requirement,
any already existing AMC or AltMOCs, a description of the proposed procedure, reference to the
internal process (e.g. CAME, AMP, etc.) that is planned to be changed, personnel involved in the new
procedure, outcome of the review for compliance with the actual regulation by the CM and details
about the risk assessment performed by the SM together with the MSO. As required the SM and
MSO may establish a safety action group to perform a more detailed analysis.
Once form 5.1.06 is completed and signed by PCA, SM and CM, it is sent to the AM for final internal
approval. The completed form is sent to ACG together with any relevant attachments for approval.
As soon as ACG notifies AOJ that the alternative means of compliance is approved and may be
implemented, the related procedures are implemented by the relevant revision process of the
applicable manual following a pre-audit of the CM, the second part of Form 5.1.06 is filled and signed
and the AltMOC is listed in section 5.7.

Part 1 Continuing airworthiness management procedures 1.1-1
1.1 Use of aircraft continuing airworthiness record system, Iss 4, Rev 0
TAL and MEL application 02 Aug 2021
Part 1 Continuing airworthiness management procedures

1.1 Use of aircraft continuing airworthiness record system, TAL and MEL application
1.1.1 Use of aircraft continuing airworthiness record system and technical aircraft
log (TAL) system
a) General
The technical aircraft log (TAL) (Sample 5.1.7) used by AOJ is designed to allow recording of Flight
Hours, Landings, APU times, Defects, Malfunctions, and Maintenance Performed on each aircraft. In
addition, it is used for recording operational information as required by AOJ Flight Operations
Department or AOJ Camo.
Each TAL page has a sequence number and 4 carbon copy pages:
• Original Page
remains in the book;
• Green Copy
For Maintenance Facilities (if needed);
• Pink Copy
For Camo;
• Yellow Copy
For Accounting; and
• Blue Copy
For Ops
In addition to the TAL itself, the technical log system on the aircraft also contains the hold item list
(HIL) (Form 5.1.08) and the dent and repair chart (Form 5.1.09). These two documents are kept in the
TAL retainer together with the TAL.
The HIL is a list of all open defects, carried forward in accordance with the deferred defect policy in
accordance with section 1.8.(c), except structural defects such as dents and except temporary
repairs.
All temporary repairs, permanent repairs with any possible effect on future repairs or carrying
limitations and acceptable structural deferred defects are recorded on the dent and repair chart.
Information about details when the next scheduled maintenance is due is also considered to be part
of the aircraft technical log system. However, this part is managed via the software “Fl3xx”. The data
entered into Fl3xx by the ACo is automatically printed on each crew briefing. This ensures that the
crew has got the most accurate information for each flight. The ACo has to update this information in
“Fl3xx” within reasonable time after each maintenance event.
Any maintenance event performed on the aircraft, regardless if scheduled or unscheduled is

recorded on the TAL. The details of the maintenance may be described in a separate work report, the
TAL entry refers to.
Carbon copies of the TAL are stored as described in section 1.3.2.a.

b) Instructions for use
The flight crew is responsible to enter all operational data into the TAL according OM-A Chapter
8.1.11 and OM-A appendix C section C.1. The times, cycles and landings are administrated and
controlled by AOJ ground operations department as described in section 1.3.1.
The crew is also responsible to report any occurred defect via the Techlog system. The ACo is
responsible to control and monitor this procedure. In case of any problems, the ACo shall report this
to the PCA, who as required contacts the NPF.
Any defect, which could affect the airworthiness of the aircraft, shall be primarily recorded in the TAL
in the field “discrepancy” at the line of the applicable leg. On the right hand side next to the
discrepancy, the crew shall sign the entry. The text of the entry shall be chosen in a way to give the
most appropriate and detailed information as possible and shall clearly identify the affected system.
The crew shall inform the responsible ACo about each entry.
Defects accidentally entered by the PIC into the technical remark/discrepancy column may be
cancelled by him with a clear line and sign of. Wrong entries could be technical malfunctions
following operational mishaps or wrong root cause analysis.
In case the entered defect can be deferred in accordance with section 1.8. of this exposition, it shall
be entered into the hold item list or the dent and repair chart as applicable.
Entries into the dent and repair chart usually require a maintenance action. This could be a
temporary repair or a measurement and evaluation against approved data in order to ensure that
the dent is within approved limits. The ACo is responsible to update the dent and repair chart
accordingly and to provide an updated version to the crew. The original chart, which is utilised by the
ACo is stored in digital on the Server in the aircraft folder.
In case of hold item list entries, they are either made by a contracted maintenance organisation or
directly by the flight crew, depending on the nature of the defect (see also 1.1.1.c). In case an item is
transferred to the HIL, this shall be documented on the righthand side of the discrepancy in the field
for corrective actions. An appropriate reference to the HIL item number shall be made and the crew
or certifying staff shall sign the transfer accordingly. In case of MEL items, the MEL code shall be
referenced in the applicable field next to the discrepancy. The ACo receives a copy of the HIL from
the crew or the contracted maintenance organization prior flight. Only upon satisfactory verification
that the techlog and HIL item(s) was/were filled accordingly, an internal release to service
information is distributed including all possible instructions or impacts to the operation resulting
thereof.
If a defect is not transferable, it must be fixed before any further flight. In such case the contracted
maintenance organisation shall enter the corrective action into the applicable field and the certificate
of release to service section shall be used to release the aircraft. Separate release to service
certificates attached to the TAL instead are only acceptable if they are attached to the TAL in a
permanent way. Additionally at least a reference to the attached release to service certificate shall
be made in the corrective action field.
Further maintenance records with more details are kept as defined in section 1.3.2.a.

c) Aircraft technical log approval
The HIL and the dent and repair chart are approved as part of this exposition (Form 5.1.08 and Form
5.1.09), and AOJ Camo is therefore responsible to organize the approval of any changes.
The TAL itself and any changes to it are approved by OM-A Chapter 8.1.11 and OM-A appendix C
section C.1 as well as part of chapter 5.1 of this exposition. AOJ Camo and AOJ flight operations are
therefore responsible to organize the approval of any changes to the TAL. The PCA is responsible to
gain the approval of the TAL on Camo side before it is used.
The HIL and the dent and repair chart are approved as part of this exposition (Form 5.1.08 and Form
5.1.09), and AOJ Camo is therefore responsible to organize the approval of any changes. Before these
documents are sent for approval, the PCA shall send it to AOJ Operations compliance monitoring
manager and AOJ Nominated Person Flight Operations (NPF) for verification. As soon as the revision
is approved, it shall be sent to [email protected] for information.

1.1.2 MEL application
The Minimum Equipment List is created and maintained by AOJ operations, which also organizes the
approval of the MEL by ACG. However, it is a tool that the personnel involved in maintenance have to
be familiar with in order to ensure proper and efficient communication with the crew in case of a
defect rectification to be deferred.
If an aircraft is operated under 83bis agreement, the MEL may be approved by the authority of the
state of registry or the state of the operator as specified in the applicable implementation letter.
a) General
The Minimum Equipment List (MEL), approved by ACG, permits dispatch of the airplane with certain
items or components inoperative provided an acceptable level of safety is maintained by appropriate
operation, by a transfer of functions to another operating component, or by reference to other
instruments or components providing the required information.
The MEL contains only those items of airworthiness significance which may be inoperative for AC
dispatch, provided limitation and appropriate procedures are observed. Equipment obviously basic
to airplane airworthiness such as wings, rudder, flaps, etc., is not listed and must be operative for all
flights. Any item related to the airworthiness of the aircraft and not included in the MEL are
automatically required to be operative for aircraft dispatch.
Equipment obviously not required for safe operation of the airplane, such as galley equipment,
entertainment system, etc., are defined as “Passenger Convenience Items” and are not required to
be operated for dispatch of the aircraft. These items can be entered into the HIL without due date.
b) MEL Categories
Depending on the category of an MEL item, the due date for the corrective action shall be defined:
Category A
Items in this category shall be repaired within the time interval specified in the remarks column of
the operator’s approved MEL;
Category B
Items in this category shall be repaired within three (3) consecutive calendar days, excluding the day
the malfunction was recorded. For example, if the defect has been recorded at 26.01.2013, 10:00
a.m., the three day interval starts at 27.01.2013, 00:00 a.m. and ends at the end of 29.01.2013. The
time is considered to be UTC, equal to the recorded times in the TAL;
Category C
Items in this category shall be repaired within ten (10) consecutive calendar days, excluding the day
the malfunction was recorded; or
Category D
Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar
days, excluding the day the malfunction was recorded
Attention: The due date is calculated starting from the date of defect occurrence (TAL entry), but not
from the date when the defect has been deferred.

c) Application
In case of defect, the crew or the contracted maintenance organization may use the MEL to
determine if an item applies for MEL usage. In any case the ACo is contacted and the application of
the MEL item is discussed. In case an MEL item is applicable, it must be evaluated if operational
restrictions or maintenance actions are required.
Depending on the aircraft type and the approved MEL, following restrictions or actions may be
required:
• (O) indicates a requirement for a specific operations procedure which must be accomplished
during planning of and/or when operating with the listed item inoperative. These
procedures are and/or obeyed usually accomplished by the crew. The crew is responsible
that this procedures are followed;
• (M) indicates a requirement for a specific maintenance procedure which must be
accomplished prior to operation with the listed item inoperative. Procedures requiring
specialized knowledge or skill, or requiring the use of tools or test equipment must be
accomplished by maintenance personnel. The ACo is responsible to have this item ordered
at a contracted maintenance facility and to have the maintenance action documented
properly;
• (M*) defined as specific selected maintenance procedures for flight crews which must be
accomplished prior to operation with the listed item inoperative. These procedures are
accomplished by either maintenance personnel or flight crews. These items do not exist in
every MEL and are subject to the applicable MEL approval. This kind of items may require a
specific training for the crew. In this case AOJ trainings department monitors the training
requirement for the crew. The ACo is responsible to organise that this task is performed,
either by a crewmember or by a contracted maintenance facility.
When all required actions have been set accordingly, the item is transferred to the HIL and the due
date is set accordingly. The transfer to HIL shall be mentioned in the corrective action section of the
TAL. If no (M) item is required this may be performed by the crew or by a contracted maintenance
organisation. For (M) items only a contracted maintenance organization is allowed to transfer the
item to the HIL.
d) Acceptance by the crew

Any MEL item is listed on the HIL as defined in CAME 1.1.1. The HIL is part of the Techlog system as
per OM-A appendix C section C.1. The crew has to check this document and when signing the pre-
flight check the crew accepts the relevant MEL item. The pilot in command has the right to deny
flying an aircraft with open MEL items for operational reasons.
e) Management of the MEL time limits

Any open HIL item shall be recorded by the ACo in the applicable tracking programme upon receipt
of the HIL copy. The due date shall be set accordingly in the tracking programme. The ACo is
responsible to organise a rectification before the due date. The received copy of the HIL shall be
stored in the maintenance record folder (Volume IV, as described in section 1.3). The original HIL
remains on board at every time.

f) MEL Time Limitation Overrrun

If all possible efforts have been undertaken, but an MEL item cannot be closed within the time given
in paragraph (2) for a justifiable reason (e.g. delivery of spare parts), items of the category B, C or D
qualify to be internally extended one time. If such cases happen, the ACo shall discuss the issue with
the NPF and the PCA. If they agree to an extension, the ACo shall prepare the MEL extension form
(Form 5.1.10) to issue a documented extension of the item. The ACo prefills the defect details and
the reason for extension and is responsible to organise the PCA`s, and the NPF`s signature, which
documents their agreement of the extension.
An extension can only be granted once for maximum 100% of the original time limit.
When an item has been extended, it shall be stated in the rectification column. Even if the MEL
extension form has already been signed earlier in order to allow the extension, the extension shall
only be entered at the due date or at the first flight day after the due date. In order to extend the
item on the HIL, the original item shall be closed using the following or a similar wording “MEL item
extended internally – refer to item X”. The closing date shall be the original due date. A new line will
be opened with the extended item. The entry date of the new item is again the due date of the old
item (not one day after). The item should be opened with a wording indicating that it is the same
item as above. The new due date shall be set according to the internally approved extension form.
Below is an example of an item extended on a HIL:
No further extension is permitted without prior written approval of ACG.
“Category A” items must not be extended at any time without agreement of ACG.

1.2 Aircraft maintenance programme (AMP) — development Iss 4, Rev 0
amendment and approval 02 Aug 2021
1.2 Aircraft maintenance programme (AMP) — development amendment and
approval
1.2.1 General
This chapter describes the Aircraft Maintenance Program (AMP) development, approval and use to
keep the aircraft in an airworthy condition.
Any maintenance performed on the fleet managed by AOJ Camo shall be performed in accordance
with the applicable maintenance program and shall only be done by maintenance facilities approved
under EASA Part 145.
Any type of aircraft listed in the table in Table 1 of section 0.2.3 requires a maintenance programme.
1.2.2 Content
The Aircraft Maintenance Programmes (AMPs) are primarily based on the recommendation of the TC
Holder of the relevant Aircraft. It shall describe all maintenance requirements including their
variations and tolerances, and a reliability programme if applicable.
The requirements for each aircraft fleet shall primarily be based on the TC Holders instructions and
other sources as described in Section 1.2.3.a.
Each maintenance Programme consists of at least two parts. The first part is a document, which
explains the background, the basis, the sources and other important information about the
maintenance requirements and how AOJ Camo and the contracted maintenance facilities have to
ensure they are followed.
For the structure of the first section, AMC M.A.302(d) and Appendix I to AMC M.A.302 shall be used
as guideline.
The second part is a detailed list of all requirements, which is an export from the electronic tracking
programme, such as Camp, CMP, Cescom, etc.
For specific procedures for the use of campsystems, refer to Chapter 6 of this exposition.
1.2.3 Development
a) Sources
As mentioned above, the primary source for each AMP is the TC Holder instructions, while the
Airframe Publications are considered to be the leading document. The Airframe Publications give
further information about other (S)TC Holder instructions to be consulted or not. The following list
gives examples of typical publications, provided by the Airframe Manufacturer:
• MRB Report;
• MPD;
• MPM;
• TLMC;
• AMM Chapter 4 and 5;
• STLMC/SMM; or
• Any other relevant publication listed in the TCDS
Not all of the mentioned documents are used by all manufacturers and depending on the different
manufacturers, various names for the documents may be used.

The Airframe manufacturer may take over all requirements resulting from Engine, APU, Propeller or
Components into his own publications. In this case, this is stated in the introduction section of the
Airframe manufacturers Publication. Further it is usually stated which vendors manuals are to be
consulted in addition to the Airframe Documents.
If not clearly defined, at least Manufacturers Publications for Components with own Type Certificates
(e.g. Engine, APU) are consulted.
Following Publications are typical examples for documentation that needs to be consulted in addition
to the Airframe manufacturer’s publications:
• Engine Manufacturer`s EMM or LMM;

• APU Manufacturer`s EMM or CMM;
• CMM of component manufacturers;
• ICAs for all STCs installed (if applicable) and
• ICAs resulting from Engineering Orders (e.g. Repair Engineering Orders) (if applicable).
Further Requirements for the AMP are resulting from national or operational requirements, such as:
• LTHs;
• LTAs; and
• EASA Air Ops
• CS26
• operational specific information as per AOC (e.g. ETOPS, non-ETOPS, RVSM, etc.)
• CDCCL requirements
• Etc.
b) Responsibilities
The designated AE develops the initial AMP and monitors the need for an AMP revision as described
in paragraph C of this section.
The ACo of an aircraft has to inform the AE after each maintenance event, if modifications or repairs
have been done, which could require an AMP revision.
In case an AMP revision is necessary, the AE shall, in cooperation with the PCA, determine if it
qualifies for an indirectly approved revision in accordance with paragraph (4) of this section, or if a
directly approved revision is necessary.
The AE is further prepares any required revisions of the AMP.
The PCA shall reviews and accepts each revision before it is sent to the CM for verification and
internal approval.
After verification by the CM, the AE rectifies all internal findings if there are any and afterwards
submit the AMP to the competent authority as described in paragraph (4).
The record keeping of AMP related documentation, including direct and indirect approvals is handled
by the AE.
c) Manual Amendments
The AMP is a dynamic document, requiring a continuous monitoring and revisions.

Each AMP shall undergo an internal review, which has to take place at least annually and shall be
based on the approved annual AMP checklist (Form 5.1.11). The AE performs this review. The annual
review shall be stored in the fleet and engineering folder by the AE. Depending on the result of the
annual review, a revision of the AMP may be required.
Additionally the need for an AMP revision shall be evaluated in following cases:
• Any of the sources described in Section 1.2.3.a or in the AMP itself is revised;
• A modification (e.g.SB) is performed which could change a task interval or applicability, given
in the manufacturers publication under a condition (e.g. applicable for AC pre‐SB xx);
• An upgraded P/N or S/N of a part is installed as per IPC, which has an effect on the LLC
requirements;
• An STC or other modification which includes ICAs is incorporated;
• A repair, which could lead to permanent limitations or check requirements, is performed;
• New requirements (e.g. national requirements, EU-Ops/EASA-Ops Requirements, etc.) are
published or revised;
• The reliability programme (refer to section 1.10) requires the revision of the AMP to
introduce a new task or de-escalate a task;
• An aircraft is added to or removed from the AMP;
• The registration mark of an aircraft changes; and
• Other reasons, such as changes in operating environment, major change in utilization, new
experiences on the operator side, change in the operational approval, etc. require an AMP
revision
In case of administrative Tasks are added to the tracking programme, no immediate revision of the
AMP is required. The new administrative Tasks will be listed in the list of applicable tasks of next AMP
revision
In order to monitor the need for AMP revisions, the AE as well as the ACo shall be aware of the above
listed conditions, which could lead to AMP revisions.
The AE shall use the revision status checklist (Form 5.1.12) to perform a check of the currently
published and currently available Manual Revisions against the current status of the AMP. This check
shall be done each calendar month. The actual version of Form 5.1.12 shall be stored in the fleet and
engineering folder.
In case of a revision or new publication of any source of the AMP, the AMP shall be revised and
submitted to the competent authority. The revision shall be finished not later than by the end of the
second month, following the month when it has been found during the revision check.
The ACo shall inform the AE about the installation of modifications or repairs latest during the
paperwork check, defined in section 1.3.2.b when the maintenance record checklist (Form 5.1.13) is
filled out.
In case of modification or repair that include any ICA relevant to the AMP, the AMP shall be revised
and submitted to ACG within 3 month following the date of CRS of the modification or repair
installation. If the modification or repair includes a requirement due earlier than 3 months after the
referred CRS, the limit for the AMP revision is the first due of the introduced task
The revision process shall be performed as follows:

As soon as the need for an AMP revision is detected, the AE shall prepare the revision accordingly.
When the revision has been performed, it shall be sent to the PCA for his review and acceptance. If
the PCA has reviewed and accepted the revision, the approval process as defined in paragraph 4 of
this section shall be started.
To track the revisions properly, the same numbering system as described for the Came (see section
0.5.1.a) shall be applied. An example for a correctly named revision would be: AMP-AVCON-TYPE-I.3-
Rev.5.B
d) Acceptance by the Authority

Any AMP requires the approval of ACG, either in a direct or indirect way. In case of aircraft operated
under 83bis agreement, the applicable implementation letter states which authority is the
competent authority for the approval of the AMP. If this is not ACG, all procedures of this chapter
shall apply analogously with the competent authority stated there. The first issue of each AMP has to
be approved in a direct way, by submitting the AMP to ACG for verification and approval.
Most types of changes to the AMP require the direct approval by the authority. However, for
following cases, AOJ Camo may internally issue a revision of an AMP, approve it indirectly and track it
by a suffix, added after the revision number as defined in 1.2.3.c:
• Changes based on approved (S)TC holder data, especially but not limited to the following
cases;
o Changes to data which have already previously been a source of this AMP;
o Corrections of errors which constitute a non-compliance with current version of
approved data;
o Ammendments necessary by changed task applicability between different options
both allowed by the approved data. (e.g. caused by change of Partnumber of pre- or
post-mod status, etc.);
o Adding of tasks based on new repairs or newly installed modifications (SB, STC, etc.)
or
o Removal of tasks resulted from repair/modification that has been removed (e.g. if a
previously repair or temporary repair is removed by part replacement or finally
repaired with changed or removed ICA.
• Wording Changes based on directly approved AMP changes if they are of later approval date
than the section replaced, limited to the following:
o General wording changes which are not specific to the type or kind of operation (e.g.
AMP revision procedure, general repair policy, etc.);
o Type specific wording changes based on an other AMP which is based on the same
TCDS
• De-Escalation of intervals as result of the reliability programme. Escalations and de-
escalation of structural tasks do not qualify for indirect approval;
• Removal of an aircraft from the AMP;
• Adding of an aircraft to AMP if
o an AMP for an aircraft of the same type is already approved and;
o if the additional aircraft is new or imported from an EASA memberstate;
• Closing the condition of a conditional approval granted temporarily by ACG or internally
during the indirect approval process.
• Tasks given as guideline or optional by the OEM or tasks defined in the AMP as
administrative tasks;

• Editorial Changes including change of reg. mark of an aircraft already listed and
• Correction of Typos.
Before any revision is approved, the AE verifies all changes against the above listed privileges. If all
applied changes are covered by above list, the AMP qualifies for indirect approval process. The AE
suggests such fact to the PCA. If the PCA agrees, the AE prepares the revision and sends it to the PCA
for a detailed review.
If the revision requires a direct approval, the AE shall send it to ACG and request the verification and
approval of ACG after the review and acceptance by the PCA. When sending the revision to ACG, the
AE shall enclose an application signed by the PCA or deputy.
Revisions, which qualify for an indirect approval, shall be prepared in the same way as revisions,
which require the direct approval of ACG, but additional procedures described below need to be
followed.
The AE shall prepare the first page of the indirect AMP revision approval form (Form 5.1.14).
Depending on the changes applied, the PCA or deputy has to check all changes of the revision against
the appendix of Form 5.1.14 applicable for the type of changes.
Any findings of the PCA or deputy shall be recorded in this list. In case of findings, the open findings
are sent back to the AE for correction. The AE shall implement the corrections and answer the
findings on the Form. The PCA or deputy is responsible to check all corrective actions and finally
accept them. As soon as all findings are closed, the revision is sent together with the completed form
and applicable appendices to the CM for verification. The verification of the CM shall focus on the
compliance with regulations and approved procedures. Specific attention of the CM shall be paid on
the applicability of the indirect approval process itself and if this process was properly followed.
Any findings of the CM shall be communicated to the PCA and the AE in written. The AE is
responsible to correct the findings raised by the CM.
The AE shall thereafter distribute the revision together with the signed Form 5.1.14 within 10 days to
ACG for information as outlined in the Distribution list. If ACG disagrees the indirect approval, the
AMP revision shall be revoked and sent for direct approval to ACG.
In case a new aircraft is added to the AMP and not all tasks have been listed in the AMP yet or other
points of the checklist in Form 5.1.14 are not fully met, the PCA may consider a temporary
conditional approval of the AMP.
In case a temporary approval is considered, this condition has to be stated in the approval section of
form 5.1.14. In order to ensure the condition does not affect safety, the PCA has to consult the Safety
Manager to perform a risk analysis for the condition. The completed and signed risk analysis shall be
included to the AMP approval and transmitted to ACG together with the AMP and the completed and
signed Form 5.1.14.
A conditional approval can only be issued on temporary basis. The time limit for the temporary
approval is defined by the PCA, but shall not exceed the first maintenance due date affected by the
condition (e.g. if certain tasks are not included in the AMP or certain tasks do not meet all
requirements, the next due date of this task shall be the maximum limit of the conditional approval).
In case an AMP is temporarily approved under such condition, the limit of validity of the temporarily
approved AMP shall be tracked in IQSMS by the CM as a finding.

The dedicated AE is responsible to close this finding before it`s deadline by another revision of the
AMP. During the indirect approval process of that revision, the PCA reviews if all conditions are
closed and issues a new Form 5.1.14 without the condition stated. The AE enters the corrective
action to the finding in IQSMS and the CM closes the finding after his final review.
If the finding is not closed by the deadline, the AMP shall become invalid for the affected aircraft and
the aircraft is not considered airworthy anymore. In such case the PCA shall ground the aircraft and
inform all relevant departments and the AM by e-mail.
No AMP revision shall be distributed before either the direct approval is received or the indirect
approval process has been finished and ACG has been informed accordingly.
The latest direct approval and any indirect AMP revision approval, applying to this directly approved
revision shall be stored in the fleet and engineering folder.
The old AMP revision, stored on the server in digital, shall be moved to an old revision folder and the
actual one shall be stored directly accessible in the AMP folder in word as well as in pdf. If a revision
is in progress it shall be based on a copy of the original word file, which shall be stored in another
subfolder of the actual AMP, called “work”.
Form 5.1.14 and all applicable appendices shall be stored in the fleet and engineering folder by the
AE.
1.2.4 Maintenance Programme Variations

Any variation from the maintenance programme, out of the tolerances defined therein, has to be
separately approved by ACG and is only permitable in unforeseen circumstances.

1.3 Continuing airworthiness records: responsibilities, Iss 4, Rev 0
retention and access 02 Aug 2021
1.3 Continuing airworthiness records: responsibilities, retention and access
AOJ Camo keeps and maintains the time and continuing airworthiness records for all aircraft
managed by AOJ Camo.
The records contain documentation about all performed flights, including date, destinations, flight
times and flight cycles as well as all maintenance performed including components replaced,
modifications performed, repairs performed and documentation of any scheduled and unscheduled
maintenance performed. Additionally general records about each aircraft are held as applicable (e.g.
engine condition trend reports, aircraft related contracts, etc.).
All maintenance related documentation and all utilisation records are stored chronologically. For
maintenance records, all available records of a maintenance event shall be stored together with the
release to service document of the aircraft and the certificates of all components installed at this
time.
On some aircraft the manufacturer provided logbooks for engine, airframe and APU may be used.
This mainly depends on the wishes of and agreements in place with the owner. However, these
usually do not provide as many details about the work performed, as the maintenance records
described in Section 1.3.2.a and are therefore not part of the mandatory maintenance record
keeping procedures. The Volume IV of the Maintenance Records of each aircraft shall be seen as
detailed logbook.
1.3.1 Hours and cycles recording

The hours and cycles of each aircraft are recorded on the TAL on each flight, as described in section
1.1.1. Copies of the TAL are sent by the flight crew to [email protected] regularly. The address is
administrated by ground operations, but AOJ Camo has got full access to the inbox of this e-mail
address.
Ground Operations personnel is responsible to enter the flight times and cycles into the software
“Fl3xx”. The total times and cycles are compared between the TAL and the software on a monthly
basis. In case of any discrepancy, the error is investigated and as applicable, crew or maintenance
facility is requested to correct the error on the TAL.
Any member of AOJ Camo has got access to the software at his working station.
Additionally to the monthly checks by ground operations personnel, the ACo is responsible to
compare the times, whenever any maintenance action is performed, to ensure that the hours and
cycles on the CRS are correct. If any mismatch is recognized, he shall contact the ground operations
to clarify where the mistake happened and to correct the software or the TAL accordingly.
Further the ACo is responsible to regularly update the hours and cycles of each aircraft in the
applicable tracking programme in order to maintain an accurate maintenance due list.
Additionally to the e-mail copies of the TAL, the pink original carbon copies of each TAL are collected
and sent to AOJ Camo. Those original copies are stored by AOJ Camo, as described in section 1.3.2.
On different aircraft types, depending on their AMP, specific usage data such as freon hours or APU
starts and hours are required to be recorded. Depending on the aircraft type, this information is
either provided regularly by the crew by the use of the applicable field on the TAL or read out by

contracted maintenance organisations on a regular interval and stated in the workreport. This data is
updated by the responsible ACo in the applicable tracking programme.
1.3.2 Records
a) Record keeping system
The AOJ Camo record system consists of different types of folders, including the hours and cycle
records, a main file with all general aircraft information, a file with maintenance records, etc.
Depending on the age of the aircraft, each file may consist of several single folders. All folders
referred to in this section exist in hardcopy. For some items (e.g. insurance certificates) electronic
copies may exist additionally.
Below is a brief description of the details regarding the record keeping system:
Volume I ‐ Aircraft Main File
This file is not available in hardcopy anymore, but is electronically stored on the server in folders
specific to each aircraft listed in 0.2.3. This file at least contains the following content as a scan copy:
• All ACG issued certificates
• Current Insurance
• Radio Station License
• ELT Registration, Selcal, assigned mode S Code
• Current Weight and Balance and all calculated amendments thereto
• As applicable any modifications including applicable approvals, ICAs, AFM Supplements, etc.
or completion manuals and customized placard listings
• As applicable any repairs and the current Dent and Repair Chart of the aircraft
Additionally, there is also some optional or commercially relevant information stored in the same
folder as for example:
• Bill of Sale and Customs Documentation
• Copy of previous and not anymore needed Export CofAs
• Handover and Takeover lists including those for e.g. optional loose equipment
• Compliance checklists for e.g. CS26 or CAT.IDE
• Commercial Contracts and subscriptions of the aircraft
• Emergency Equipment lists (in addition to the primary status in Camp) or Pax briefing card
copies
• Any acceptance flight protocols from the past
• Additional Documentation received at aircraft delivery such as e.g. Flammability reports,
Delivery AD/SB/Part Status, Electrical Load Analysis, Paint specifications, etc.
• Relevant Correspondence
• Any other documentation deemed relevant by the ACo
This documentation is at least retained 3 years after the relevant aircraft has left AOJ`s fleet.
Volume II – Reserved
Volume II is reserved for any other records deemed necessary by AOJ Camo to be stored.
Volume II does not have any requirements to retain it. Depending on the content, the PCA takes the
decision how long the records are retained.
Volume III ‐ Aircraft Utilisation File

The aircraft utilisation file shall contain the pink original TAL records of all flights performed while the
aircraft is under management of AOJ Camo.
Depending on the time of operation and the utilisation of the aircraft, several folders may be
necessary. The folders shall be marked numerically in chronological order (Volume III – 1, III – 2, III –
3, etc.)
Volume III is retained for the whole lifetime of the aircraft and if the aircraft is permanently
withdrawn from service, this Volume is retained by AOJ Camo for 3 more years. In case the aircraft is
transferred into to another Organisation only the original techlog is handed over, but Volume III is
retained for at least 3 years after the aircraft has left the fleet of AOJ.
Volume IV ‐ Aircraft Maintenance File

The aircraft maintenance file shall include records of all maintenance performed on the aircraft in
chronological order. The single work packages shall be separated (e.g. by paper dividers). Each work
package shall at least include the work order issued by AOJ Camo to the contracted maintenance
organisation, the certificate of release to service and certificates for all components replaced during
this maintenance event. As applicable further records, such as shop reports for components or
engines, task cards for the work performed, aircraft weighing reports, NTOs, Eos, STCs, current hold
item list if items were opened or closed during this maintenance event, etc. shall be included.
As necessary it may be decided to also store correspondence with the TC Holder and the Part 145
organisation related to the maintenance event or the commercial offer of the Part 145 organisation
are also stored together with the workpackage.
Depending on the time of operation and the utilisation of the aircraft, several folders may be
necessary. The folders shall be marked numerically in chronological order (Volume IV – a, IV – b, IV –
c, etc.).
On the top of the most actual folder, the actual hold item list (Form 5.1.08) and possible former hold
item lists shall be stored.
The same retention requirements as for Volume III apply.
Even though certificates for Life Limited parts not need to be retained after 36 months after the part
has been removed from the aircraft, they will usually stay inside the work package of part
installation.
The ACo is responsible for the accuracy of the maintenance records and to retain them as described.

Fleet and engineering folder
The fleet and engineering folder shall exist for each fleet only. No single folder is created for each
aircraft. The fleets are defined as per the table in section 0.2.3. The AE is responsible to maintain and
update the fleet and engineering folder. This folder shall contain the following as applicable:
o Aircraft Maintenance Programme approval

Direct approvals from ACG and signed indirect AMP revision approval forms applied;
o Annual AMP review
Annual AMP checklist (Form 5.1.11);
o Revision Status Checklist (Form 5.1.12);
o Reliability
As applicable, the reports and documentation of reliability meetings as defined in section
1.10.3;
o AD check record
The AD check record as defined in section 1.4;
o SB check record
A record about check of mandatory and alert SB. This record may look differently depending
on the aircraft type; and
o Various
Any other fleet related documentation as deemed necessary by the responsible AE
The fleet and engineering folder need to be retained at least 3 years after a fleet is not managed by
AOJ anymore.
b) Workorder issuing and workpackage control

An integral part of the record keeping system is the issue of Workorders (WOs) to the contracted
maintenance facilities and the control and check of the workpackages.
A WO shall be issued for any scheduled or unscheduled maintenance performed on the aircraft.
Generally the ACo is responsible to issue WOs for his aircraft. During his absence another ACo takes
over his duties. In certain cases, also an AE may issue a WO in coordination with the responsible ACo.
For the issue of the WOs, the content shall be defined by a report, created from the maintenance
tracking programme. Unscheduled items may be included as discrepancy or squawk (or different
name, depending on the tracking programme). The used tracking programme is defined in the
specific AMP.
The report from the tracking programme shall be accompanied by the workorder cover sheet (Form
5.1.15a), which give further information, refers to the applicable tracking programme WO and carries
the signature of the AOJ Camo personnel, which issued the WO.
Each WO shall be defined by a unique number. The number shall be created by the registration
without the “OE-“ in the beginning, followed by a 6 digit code, created from the date (YYMMDD) and
one subsequent number, used if more than one WO is issued the same date.
The Format should be accordingly: REG-YYMMDD-X
As a specific example, the second WO, issued for OE-ISM at 19.07.2013 would be numbered ISM-
130719-2

After any maintenance a legible scan of the CRS must be provided to the ACo prior departure of the
aircraft. Further documents may be sent by the contracted maintenance organization later in
scancopy. The original workpackage shall be received from the contracted maintenance organization
within 30 days after the date of the CRS.
Upon receipt of the workpackage, the ACo shall within reasonable time control the workpackage for
completeness and correctness and update the tracking programme accordingly. If support for the
update of the tracking programme is provided by the tracking programme itself, the ACo shall control
any updated items on a 100% basis.
The established maintenance record checklist (Form 5.1.13) shall be used as guideline. The filled-out
checklist shall be included to the workpackage as coversheet in Volume IV of the record system. It is
acceptable for small maintenance events, consisting of a few tasks only or consisting of servicing
actions only, that the workpackage checklist is used as guideline, but not filled out and stored.
Form 5.1.13 contains a section to be completed prior flight. Only upon satisfactory completion of all
items listed in this section the internal release to service information is distributed within AOJ.
For specific procedures for the use of campsystems, refer to Chapter 6 of this exposition.
c) Preservation of records
Any records described in section 1.3.2.a shall be stored in the AOJ Camo Office, in a way that it is safe
from environmental stress or damage and protected from theft.
The complete AOJ Camo office is equipped with smoke and fire detection system.
The office of AOJ is locked. Every room of the Camo office itself can be locked as well. Only personnel
of AOJ have got access to these offices.
The Camo office is located in the 3rd floor and therefore not exposed to any risk of flood.
The hardware for electronically stored data is located in the server room of the facility shown in
section 0.2.5. An external company is responsible for the IT infrastructure and ensures a regular
backup to an external server.
d) Transfer of continuing airworthiness records

In case an owner decides to contact another organization for the management of his aircraft or an
aircraft leaves AOJ Camo for any other reason, all records shall be transferred to the new Camo,
which has been nominated by the Owner.
In case an owner terminates the contract with AOJ Camo, but does not nominate a new Camo, the
records are handed over directly to the owner.
In any case, the handover shall be documented by the use of the handover protocol (Form 5.1.16).
In the unlikely case that AOJ or AOJ Camo goes out of business and for any reason, the handover
cannot be performed in an appropriate way or an aircraft remains without another Camo, the
aircraft records shall be handed over to the aircraft owner.
When Campsystems has been used as maintenance tracking programme, at time of transfer the
“ezVault” feature is used to retain a clone copy of the aircraft for 3 more years. For commercial
reasons it is important that the ACo ensures the 3 years are being subscribed and pre-paid at the
time of phase-out to ensure coverage by the customer. Camp shall be notified at this time that it
shall terminate automatically after this time.
1.4 Accomplishment and control of airworthiness directives Iss 4, Rev 0
02 Aug 2021
1.4 Accomplishment and control of airworthiness directives
AOJ Camo regularly checks for any published ADs, verifies them, orders them as applicable and keeps
the AD status of each aircraft up to date. The following paragraphs outline the process, which is
applied to fulfil this obligation.
1.4.1 Airworthiness directive information

The check of AD is primarily performed by consultation of the applicable authorities’ homepages.
The applicable authorities for each type are defined in the relevant AMP. Generally the applicable
authorities are ACG, EASA and additionally as per ED Decision 2019/18/ED of 03.06.2019, the
authority of state of design for a design of or a design change related to an aircraft, engine, propeller,
part or appliance which has been validated by EASA, or before 28.09.2003, by an EASA member
state, unless EASA has adopted a different decision.
Additionally, the webpage of ACG and EASA is checked by the AE for any measures in an immediate
reaction to a safety problem and any other recommendation issued by EASA or ACG. Furthermore,
the Risk Assessment is managed by the SM under OMM chapter 3.8.2.
Aircraft operated under a 83bis agreement may require the implementation of ADs issued by the
state of the operator in addition to these issued by the state of registry. The applicable
implementation letter for each aircraft gives details about the applicable ADs. This is also
implemented into the applicable AMP`s AD section.
The check shall be performed each calendar week. The signature of the responsible AE on the AD
check record (Form 5.1.17) every week documents the check. In exceptional cases, the AE may
extend the interval to bi-weekly. In any case the check shall be performed between the current date
and inclusive the date of last documented check.
The continuously filled form 5.1.17 shall be stored in the fleet and engineering folder as described in
section 1.3.2.a
As a redundant source, each AE shall subscribe to the applicable authorities` e-mail distribution lists,
applicable to the types he is responsible for.
1.4.2 Airworthiness directive decision

The AE is responsible to verify any AD and document it as described in paragraph I of this section. In
case of any doubt, the AE shall consult with the PCA.
1.4.3 Airworthiness directive control

Any found AD is evaluated for its applicability to any of the aircraft of the fleet. All found ADs are
incorporated into the applicable tracking programme for each aircraft. If the AD is not applicable to a
specific aircraft, the reason shall be clearly stated.
If an AD is applicable, but the mandated actions (e.g. SB incorporation, previous revision of AD, Part
replacement that meets the intent of the AD, AFM/AMM/TLMC/… incorporation etc.) have already
been performed before the effective date of the AD, it depends on the industry standard of the
specific aircraft type and the engineering judgement of the AE how it is entered into the Status.

1.4 Accomplishment and control of airworthiness directives Iss 4, Rev 0
02 Aug 2021
The AD may either be considered applicable but with no due date set and a reference to the already
complied SBs or other actions shall be made, or may be considered not applicable but must as well
have sufficient information in the AD status (e.g. wording in tracking system that is printed on the AD
status) to clarify the compliance with all required action before the AD`s effective date.
If an AD is applicable, the due date(s) shall be set accordingly. Repetitive ADs are either tracked in the
tracking programme as single ADs to be performed or as a task which is part of the maintenance
programme. If it is tracked as task inside the maintenance programme, it has to be clearly marked to
ensure no extension applies. In this case the AD itself can be left without due date and a reference
shall be made that it is task controlled. In this case the AD shall be tracked without due date in the
status and a remark (e.g. “task controlled”) shall be made.
ADs requiring the implementation of a task (e.g. due to revision of CMRs in the manufacturers
publications), the AD is not considered repetitive itself, but shall be tracked with its due date until
the tasks are implemented into the AMP i.a.w. section 1.2.3.c of this exposition. Afterwards a remark
of incorporation at the AD is sufficient to document the compliance. No Part 145 CRS for such ADs is
required.
ADs requiring an operational action (e.g. implementation of specific pages into the AFM or MEL) shall
be communicated to the responsible person in the flight operations department (e.g. fleet chief) via
e-mail and [email protected] shall be set in copy. The AD can be considered complied,
when the responsible person replies back that the action has been set. The AE shall document this
into the tracking programme by an appropriate remark or by printing the relevant e-mail as pdf and
attach it to the AD in the tracking programme.
ADs applying to completely different aircraft or to components, which are not allowed to be installed
on this type of aircraft at all, are not required to be tracked as “not applicable”.
When the ADs have been put into the tracking programme by the AE, the ACo is responsible to order
their incorporation at contracted maintenance facilities and update the AD in the tracking
programme accordingly when it has been complied.
It is supposed, that the ACo is informed about the due dates of ADs by the regular check of the due
list. However, for ADs and especially emergency ADs with very short compliance times, the AE shall
inform the ACo and PCA about the newly published AD.
For specific procedures for the use of Camp for AD tracking, refer to Chapter 6 of this exposition.

1.5 Analysis of the effectiveness of the maintenance Iss 4, Rev 0
programme(s) 02 Aug 2021
1.5 Analysis of the effectiveness of the maintenance programme(s)
A reliability programme is in place as described in section 1.10, which provides an appropriate means
of monitoring the effectiveness of the maintenance programme.
When appropriate and necessary, amendments to the Maintenance Programme will be done in
accordance with section 1.2 by the AE and submitted to the competent authority.
Additionally to the reliability programme, the annual review of AMPs is performed according chapter
1.2.3.c. For aircraft not applicable to reliability monitoring, the annual review shall be the main basis
for the analysis of the effectiveness.

1.6 Non-mandatory modification and inspections Iss 4, Rev 0
02 Aug 2021
1.6 Non-mandatory modification and inspections
Non mandatory modifications are typically modifications published by the TC holder of airframe,
engine or APU. The AE is responsible to regularly review the publications of the TC holders and
review and verify them.
The following procedures are general. For the specific use of Campsystems, wherever the use of a
tracking programme is referred, see Chapter 6 to this exposition.
1.6.1 Non mandatory publications by TC Holder

Service Bulletins (or equivalent documents) issued by design approval holders do not have a legally
mandatory character equivalent to an AD, cannot have enforcement implications and, therefore,
serve as information or instruction by the Design Organisation only.
This also applies to cases where a Service Bulletin indicates that it has been published in anticipation
of an Airworthiness Directive (AD), to be issued by the competent authority (EASA, ACG or other
authority acting as State of Design) at a later stage. The process and documentation are described
under section 1.4.1.
However, as defined in the specific AMP for each type, certain modifications are treated the same
way as mandatory modifications (e.g. ADs) by AOJ Camo. This typically includes the above mentioned
documents, on which mandatory compliance is indicated or which are published as “alert” SBs or SLs.
Depending on the manufacturers’ philosophy, different categorisations might be applied. The

relevant AMPs give further type specific details. Also modifications with an effect on safety could be
defined as mandatory in the relevant AMP.
All other SBs, SLs or equivalent are reviewed carefully by the AE. Three more general categories of
them could be found and require different actions.
a) Publications with effect on reliability, maintainability or maintenance costs

Those SBs are evaluated for their costs and their benefit. The decision of incorporation is based on
this. If it is decided to not incorporate the modification, it shall be implemented into the tracking
programme anyway, but without a due date set.
Warranty allowances or special warranty programme due dates, as well as the expiry of the aircraft
warranty shall be considered when looking at costs and benefits.
The influence of in service experience or the reliability monitoring process (see section 1.10) may
lead to a change of the decision at a later stage.
If the costs are not clear it is an appropriate way to set a due date to an upcoming maintenance
event and review the decision when the costs are quoted by a maintenance facility. If it is denied
afterwards, the due date may be removed. A statement in the tracking programme might be useful;
b) Optional Publications
Publications with absolute optional character are not given a due date. Examples are modifications
published for specific needs or owner wishes to give them a legal basis and avoid costs for
engineering for each single customer. Typical examples are installation of a second ELT, Changes to
passenger convenience items, etc.
Most manufacturers state on this publications the optional or discretional character.

1.6 Non-mandatory modification and inspections Iss 4, Rev 0
02 Aug 2021
Such modifications shall be incorporated to the tracking programme. The setting of a due date or
comment is not required, but may be written if found useful by the AE.
These modifications are reviewed upon request of the owner or if the need for a modification is
given by any other reason; and
c) Informational Publications
This are typically publications with additional information about topics, but without any
recommended modifications or checks for the operator.
This also includes publications, which are typically published by engine manufacturers, indicating a
specific status of spare parts upgrades (in accordance with the IPC), but do not permit or require any
action on their own.
This type of publications shall only be incorporated into the tracking programme as deemed
necessary by the responsible AE. If incorporated, no due date or comment is required, except if the
AE considers it useful.
If it is decided to incorporate a modification, the chosen due date shall consider:
o Given recommendation as per publication;

o Warranty expiry dates; and
o Complexity of modification and maintenance check due dates
1.6.2 Safety risk management of non-mandatory modifications

When deciding on their application it is required to assess non-mandatory modifications and/or
inspections by use of AOJ’s safety risk management process.
Any SB found during the monthly Service Bulletin Evaluation is entered in the risk management tool
of IQSMS and undergo a probability/severity analysis. Attention shall specifically be paid to the
“reason” section of the relevant SB that describes the situation addressed by the SB which typically
gives the information required for this. If the risk prior SB evaluation is not within acceptable limits,
the SB shall be treated as mandatory, regardless of the categorization by the OEM. The analysis
remains saved in IQSMS. No hardcopy of the risk assessment exists.
The risk assessment is not necessarily specific to each aircraft, but in any case it must be carried out
for every specific SB found during the monthly check.
1.6.3 Non mandatory modifications on request

Except the publications described in section 1.6.1, published pro-actively by the manufacturer, the
owner may requests specific modifications or the need for a modification arises from the results of
the reliability analyses or from other reasons.
In this case a Part 21 organisation is either contracted directly or via a contracted part 145
organisation to develop an appropriate modification.

1.7 Repairs and modifications Iss 4, Rev 0
02 Aug 2021
1.7 Repairs and modifications
Major modifications or repairs have to be developed via an appropriately approved Part 21 Design
organization or a means acceptable in accordance with the technical implementation procedure of a
bilateral agreement.
The modification has to be installed by a part 145 organisation to the standards given by the relevant
engineering documentation provided by the Part 21 organization. It is also the responsibility of the
Part 21 organisation to define the modification as major or minor.
All major modifications performed have to be properly documented in the aircraft records.
If a modification leads to new ICAs, the ACo shall inform the AE that verification is necessary, if an
AMP revision is required, even though the AE is usually already involved in major modification
projects at an earlier stage.
Further processes or communication may be required by the ACo as detailed on Form 5.1.13 which is
completed after the installation following any maintenance as described in section 1.3 of this
exposition.
In case of aircraft operated under a 83bis agreement, the applicable implementation letter may
include provisions concerning information about repairs or modifications carried out to the state of
registry. If this is the case, the ACo shall submit the repair or modification data to the competent
authority i.a.w. the letter.

1.8 Defect reports Iss 4, Rev 0
02 Aug 2021
1.8 Defect reports
Defects may be found during the operation by the pilots or are detected during scheduled
maintenance by the contracted maintenance organisation.
If the pilots discover a defect, it shall be entered into the TAL and reported to the responsible ACo
immediately. This kind of defects is called Pireps.
If the defect is discovered by the contracted maintenance organisation during any scheduled or
unscheduled maintenance activity, they are called Mareps. Mareps are documented on the relevant
workreport. The contracted maintenance organisation however also informs the responsible ACo
immediately by the means defined in the applicable maintenance contract.
In case an aircraft has got a defect that does not qualify for a deferment i.a.w. the procedures
outlined in this exposition and is not grounded by Crew or maintenance organisation, the PCA is
entitled to remove the aircraft from service. Such decision is communicated internally by the PCA by
e-mail and shall be sent at least to dispatch, flightoperations and AM.
1.8.1 Analyses
The ACo is responsible to review all defects and verify them for their airworthiness impact as well as
any deferment possibilities as well as operational or commercial impacts when continuing operation
with a deferred defect.
The ACo shall ensure that all reported defects are contracted to be rectified by an approved
maintenance organization within appropriate time. The defect shall be entered into the applicable
tracking programme of the aircraft and a workorder shall be issued in accordance with section
1.3.2.b.
The verification of the defects may also require long term activities such as maintenance programme
evolution or the implementation of non-mandatory modifications. The need for long term actions is
verified in accordance with the approved reliability programme as described in section 1.10.
1.8.2 Liaison with manufacturers and regulatory authorities

Specific defects may require the liaison with the manufacturer of the aircraft, product, part or
appliance for troubleshooting purpose or root cause analysis of specific defects.
Findings of corrosion which exceed Level 1 (i.e., Levels 2, 3) must be reported to the relevant
authorities and the manufacturer.
a) Liaison with regulatory autorithies

Depending on the nature of the occurrence, especially in case of technical occurences or defects, it
might be required to report the occurrence to the manufacturer. This typically includes significant
malfunctions leading to a mandatory report according section 2.11 of this exposition.
Further the specific AMPs are giving guidance about potential additional reporting requirements.
b) Liaison with manufacturers

Liaison with manufacturers may be required in case of troubleshootings, in order to obtain repair
data or information not included in the relevant manuals or in order to report specific defects
required to be reported i.a.w. the maintenance documentation. For type specific reporting
procedures, the AMP of the specific type of aircraft is giving detailed information.
Additional liaison may be required by the reliability process as stated in chapter 1.10.

1.8 Defect reports Iss 4, Rev 0
02 Aug 2021
1.8.3 Deferred defect policy
In certain cases, the operation of the aircraft or the location of the aircraft requires the deferral of a
defect rectification.
In this case, the ACo will review the MEL and will verify the possibilities and restrictions which apply.
In case the aircraft is with a Part 145 organisation, this organisation shall be consulted for their
professional advice as well.
Besides the MEL a deferment of a defect may be based on other approved data such as the AFM of
the aircraft, the AMM or SRM.
In cases where the OEM supplies an approved CDL, typically as part of the AFM or as stand-alone
document, such items can be used to defer a defect. The documentation of a CDL item is performed
equivalent to an MEL Item as described in 1.1.2.
In case there is no due instruction for CDL items, the rectification of the defect shall be performed in
a reasonable and timely manner taking into account the utilization, location and next due
maintenance.
In case an item does not affect the airworthiness or safe operation, but is not listed in the MEL (e.g. if
the crew enters into the TAL “carpet dirty” or “scratch in leather of #2 passenger seat”), the
responsible ACo may decide after consultation with the PCA to defer this defect as well. In case the
effect on the safety or airworthiness is not clear, a contracted part 145 maintenance organisation
may be consulted.
Any open item on the HIL needs to be accepted by the operating crew. The formal acceptance of the
crew is documented by their signature for the pre-flight inspection.
Defects such as cracks and structural defects that are not addressed in the MEL or an other approved
document may only be deferred after review by an approved Part 21 design organisation in
accordance with 21.A.445 and 21.A.443 or by measures given in bilateral agreements between EU
and other states or authorities or other regulatory environments.
Any deferred defect except structural defects (e.g. dents) and temporary repairs shall be
documented in the HIL (Form 5.1.08) accordingly. Any deferrable structural defect as well as
temporary and permanent repairs will be entered into the dent and repair chart (Form 5.1.09). Any
permanent inspections or limitations arising from that will be implemented into the AMP by the
responsible AE as described in section 1.2.
The approval of ACG is required any time a deferred defect is outside the limitations of approved
data (e.g. NTO). If the repair is approved under Part 21, no further approval is required.
AOJ will seek to ensure by its technical expertise and practices that the minimum number of open
deferred defects exists. All open deferred defects will be monitored by the ACo and their earliest
possible rectification is scheduled.

1.9 Engineering activity Iss 4, Rev 0
02 Aug 2021
1.9 Engineering activity
AOJ Camo does not hold any DOA approval i.a.w. EASA Part 21. Therefore any necessary engineering
activities are contracted to the TC Holder (which may issue bilaterally acceptable data) or any
organisation which is appropriately approved i.a.w. EASA Part 21.

1.10 Reliability programmes Iss 4, Rev 0
02 Aug 2021
1.10 Reliability programmes
Depending on the type of aircraft and the size of each individual fleet, AOJ Camo monitors the
reliability of its aircraft.
This exposition describes the general process for different fleet sizes. The table in section 0.2.3 gives
further advice, which process is applied on which fleet.
While small fleets are analysed on an event based process, large fleets have got a complex
programme in place to identify the problematic areas properly without the need to review each
single item. For fleets below six aircraft, the complex process is not sufficient as not enough data is
available.
Each individual AMP shall also give further information about the fleet specific details relevant to the
reliability analyses of the specific fleet. However, the general process shall not be altered from the
process described in this exposition. Details described in the relevant AMP are:
o Applicability of reliability programme, including the applicability of event based or complex

process for the analyses;
o Used maintenance tracking programme (CMP, Camp, etc.) for tracking of Defects;
o Type specific data sources for world fleet data to be used for comparison;
o Source for non-mandatory modifications or other kind of advisories to address
improvements; and
o Specific influences on which special attention shall be paid (e.g. ETOPS, NON-ETOPS, etc.)
The prime objectives of the reliability programme are to reduce the feasibility of an AOG, to increase
flight safety, to reduce the cost for unscheduled maintenance and to keep the aircraft availability
high. Therefore, the reliability programme has three key elements to archive that goal:
o to identify the critical items and to recognize the need for improvement actions;
o to establish what improvement action is needed; and
o to determine the effectiveness of that actions
1.10.1 Defect data collection

All reliability relevant defects are collected continuously by the responsible ACo in the applicable
tracking programme as outlined in section 1.3.2.b.
Particularly with regards to the reliability process, it shall be obeyed by the ACo, that all reliability
relevant information is included. Pireps shall be entered upon receipt of the TAL entry. Mareps shall
be entered latest upon receipt and during the control of the workpackage.
In CAMP the Discrepancies System is used for tracking of this data.
In CMP the Squawk System is used for tracking of this data.
The description of the defect shall at least match the description used by the pilot in the TAL or the
description used by the certifying staff of the contracted Part 145 organization, or may include a
more detailed description of the defect and the troubleshooting required.
The description of the corrective action in the tracking programme shall include the corrective action
performed and the replaced P/N and S/N as applicable. For easier tracking, the replaced P/N and S/N
shall be booked in the tracking programme in relation to the discrepancy/squawk when possible.
Further data related to the squawk/discrepancy may be entered into the tracking programme.

02 Aug 2021
As by the possibilities given by the system, the Pireps and Mareps are distinguished as follows:
In CAMP, Pireps are marked as “PILOT REPORTED” and Mareps are marked as “TECHNICIAN
REPORTED” in the pull-down menu for the discrepancy type.
In CMP, the field “Facility” is used to either enter “Marep” or the name of the contracted Part 145
organization for Mareps or to enter “Pirep” or “Crew” for Pireps.
1.10.2 Review and reliability meeting preparation

a) Review
The reliability of the fleets is reviewed on a half year basis. For this purpose, the AE exports the data
from the tracking programme into a standardised sheet in xls format, called fleet reliability data
sheet (Form 5.1.18). Only data within the monitored half year period (as collected in 1.10.1) shall be
included in the export.
The end of the half year period shall be defined as 30th of June and 31st of December. In order to
ensure all data are included, especially Mareps recently detected during maintenance at the end of
the half year period, the export from the tracking programme shall be done at the end of the
following month (31st of July and 31st of January).
ATTENTION: Only aircraft, which have been managed by AOJ Camo for the full monitored 6 month
period shall be considered. The consideration of any other aircraft, left after the first months of a
period or joined the fleet within the period would result in misleading data.
After the exported data from the maintenance tracking programme are transferred into the fleet
reliability data sheet. The AE is responsible to review the data for correctness and amend it by any
missing information, which is required to perform the analyses.
Different reports may be generated in a later phase of the process from this sheet by using a filter of
the fleet reliability data sheet or hiding columns as applicable.
The first step of the preparation of the data shall be a review by the AE for items, which are not
relevant for the reliability monitoring. Such items may be administrative items logged as
discrepancy/squawk, cleaning items, servicing, part replacements due to normal wear (typically for
brakes or tires), etc. Such items can be deleted from the list. The final list shall only include reliability
relevant data and shall be sorted by ATA chapter.
b) Meeting preparation, identification of significant items and preparation of proposed

corrective actions
Before the reliability meeting, all data shall be prepared in a way to allow a quick review and
decisions during the meeting. The significant items are identified in advance and proposed corrective
actions should already be prepared before the reliability meeting by the responsible AE.
This process shall take place within the next 2 weeks after the data has been exported and the fleet
reliability data sheet has been created and reviewed.
No classic alert level system is used by AOJ Camo, but mainly based on engineering judgement,
following the process defined further in this chapter. Therefore, reliability significant items are
defined in a different way. Generally, on a small fleet all items are reviewed, while on large fleets
certain trends and values will lead to the areas, which need deeper investigation and a detailed
review. Below described are the details for the different fleet sizes:

02 Aug 2021
(1) Small Fleet – identification of significant items
The AE reviews the fleet reliability data sheets of each fleet subsequently. The items on the fleet
reliability data sheet are reviewed by ATA chapter to easily identify re-occurring issues. Generally
repetitive issues are seen as significant for the reliability monitoring.
An issue occurring only once in the observed 6 month period on one of the aircraft of the fleet is not
necessarily reliability relevant data. However, issues on complex systems, which are not checked by
scheduled maintenance or other means of monitoring, might be defined by the AE as reliability
relevant in addition to repetitive defects described below, based on the Aes engineering judgement.
If a defect is occurring on more than one aircraft in the fleet or has occurred more than one time on
the same aircraft during the observed period, it can be considered as repetitive defect.
Issues occurring several times subsequently, but it is obvious, that only the last action solved the
defect finally, are considered as single defect in regards to reliability monitoring.
If a defect requires long term troubleshooting and is finally rectified by the replacement of a part,
this part shall be considered as failed. Parts, which were previously replaced during this process, shall
not be considered. The defect shall only be considered ones.
If a defect occurs on different positions (e.g. LH and RH) on the same system or part, it shall be seen
as two events, except if it occurs together at the same time on the same aircraft with the same root
cause (e.g. multiple tire burst).
Even different defect description might be one single event. If e.g. FMS 2 and EGPWS fails and the
issue is solved by the replacement of the modular avionics unit, it shall be considered as a single
defect to the replaced unit only, even if reported via two TAL entries.
The process of the analysis is not a part reliability review of a specific P/N, because different P/N can
be installed on the same position as alternate. The only purpose is the identification of similarities
between the events. For a review in regards to part reliability, there are not enough data available on
small fleets.
Any defects, identified by the review above as repetitive, shall be marked in the fleet reliability data
sheet in the column (“significant”).
(2) Large Fleet – identification of significant items

For large fleets, enough data is available to allow the detection of critical systems by ATA chapter. It
shall be determined by the use of the below described methods, which ATA chapters on which fleet
require further attention. This is achieved by the look on defect rates per ATA chapter, 6 month and
long term trends, hour related total defect rates and hour related defect rates per ATA chapter,
trends of hour related defect rates and the comparison of the part reliability to the world fleet.
The indications for defect rates are given by the look on different graphical displays. The fleet
reliability data sheet contains automatically created graphs about total Defects per ATA chapter, 6
month trends of flight hour related and total number of defects, and flight hour related and total
number of defects for each ATA chapter displayed on a monthly basis to see their trend.
Additionally for the large fleets, a report of removed parts is printed from the tracking programme.
For aircraft tracked in CAMP, the MTBUR Report is used. For aircraft tracked in CMP, the Mean Time
To Removal Report is used. From those reports the top 3 components are identified and marked on
the report.

02 Aug 2021
During the review of the reports, the AE shall evaluate by the following criteria, which Systems
require further analyses:
o Components, identified by high unscheduled removal rate – Top 3 components as listed

above;
o Any system (ATA Chapter), identified by a significantly increasing trend by total number of
defects within the 6 month period;
o Any system (ATA Chapter) in which the total number of defects is more than twice,
compared to the total number of defects in the period before;
o Any system (ATA Chapter), identified by a significantly increasing trend by number of defects
per 100 flight hours within the 6 month period; and
o Any system in which the number of defects per flight hour is more than twice, compared to
the number of defects per 100 flight hours in the period before.
For large fleets, the ATA Chapters identified by the list above shall be reviewed in detail to identify
the defects which cause the significant result of this ATA chapter. These items shall be marked as
significant in the fleet reliability data sheet.
ATTENTION: The increase or decrease in the number of aircraft in a fleet shall be taken into account
when the periods are compared. E.g. if the number of aircraft doubles, it does not show any
significance, if a number of defects is more than twice as described above, but the number of defects
needs to be more than 4 times as high.
Flight hour related defect rates are not affected by the influence of the number of aircraft. However,
long ground times or permanently grounded aircraft shall be considered as well as aircraft with
significantly higher or lower utilisation have joined or left the fleet since the last period.
This reason may be stated during the analyses to close an item without corrective action.
(3) Further preparation and proposed corrective actions

The identification of a significant item does not necessarily mean that a reliability improvement
action is required, but it means that it must be looked at during the reliability meeting.
Therefore the responsible AE shall perform a research for possible corrective actions on all significant
items and for the large fleet in addition for the identified top 3 components.
The analyses for proposed corrective actions itself is the same, regardless if the significant items have
been figured out by the large fleet or the small fleet process.
For that purpose, the fleet reliability data sheet shall be filtered to exclude all items, which are not
found significant by the process in paragraph (1) and (2) of this section. A report of these items shall
be printed from the fleet reliability data sheet by the AE for each fleet. This report is called significant
items report. As necessary, the header of the fleet reliability data sheet shall be adjusted to name the
printed report correctly.
During the evaluation for proposed corrective actions, the process in section 1.10.4.(b) shall be taken
as guideline by the AE. This ensures that the analyses during the reliability meeting can be followed
without any delay.

02 Aug 2021
1.10.3 Reports and documentation
In order to support the reliability meeting, certain reports shall be generated and prepared before
the meeting. Other reports shall be created after the meeting in order to document the analyses
performed and the decisions made during the meeting.
All reports mentioned below in paragraph a and b of this section shall be stored by the AE in the fleet
and engineering folder of the relevant fleet.
a) Before Reliability meeting

Following reports shall be available to support the reliability meeting:
(1) Small Fleet

o Copy of Open item log from last period (see 1.10.3.b);
o Significant items report (see 1.10.2.(3)); and
o Graphical Overview per ATA Chapter (can be printed from fleet reliability data sheet)
(2) Large Fleet

o Copy of Open items log from last period (see 1.10.3.b);
o Significant items report (see 1.10.2.(3));
o Graphical Overview per ATA Chapter (can be printed from fleet reliability data sheet);
o Copy of graphical Overview per ATA Chapter of period before for comparison of both 6
month periods;
o 6 month Trend Overview (print out of the Tab “Defects 6 month trend”);
o Graphical Display of Defects and trends per ATA Chapter and per month (print out of the Tab
“ATA Trends”); and
o “MTBUR Report”/“Mean Time To Removal Report” from CMP/CAMP
b) Final documentation
Following reports shall be created and stored after the meeting:
o Open Item Log
The open item log shall be created from the fleet reliability data sheet. A filter shall be set
accordingly to display only items, which require further action, but are not listed with a closing date.
If any item of the period before is still open, it shall be transferred to the new open item log;
o Closed Item Log
This log may consist of two pages. The open item log and the current significant items report shall be
filtered to display all items which have been finally closed with the date of the actual reliability
meeting; and
o (only at end of each year) Effectiveness of Reliability Statement
A statement shall be issued by the PCA to state if the currently applied reliability procedure is
effective or if any revision to the progress is needed. If any revision is needed, the statement shall
include a due date.
The effectiveness of the procedure itself shall be based on the adequacy of the procedure itself, the
possibilities to perform the procedure as described in this exposition and the effectiveness of the
corrective actions, which have been initiated by the result of the reliability programme.

02 Aug 2021
Those reports shall be distributed to all people, which attended the meeting and put into the fleet
and engineering folder by the AE after the meeting.
1.10.4 Reliability meeting

a) Meeting Agenda
As soon as all fleet preparations have been finished, the PCA shall initiate the final reliability meeting
or meetings. Either all fleets are discussed within one meeting, or separate meetings may be held for
each fleet. If more than one fleet is discussed within the same meeting, the separate fleets shall be
discussed subsequently.
The PCA leads through the reliability meeting. Additionally the AE and the ACo shall attend in an
active role. The CM joins the reliability meeting in a monitoring and control function. However, the
CM shall not be involved in any decision taken during the meeting to keep his independence.
Each fleet shall be reviewed as follows:
o Review of open items of last period. In this phase the open item log of the last period shall be
reviewed if an improvement is visible and if incorporated improvement actions are effective.
It shall be discussed if the item can be closed. The PCA takes the final decision to close an
item, to further monitor an item or to incorporate an other action
Particular attention shall be paid on 1.10.5 before the item is closed. To close an item, the closing
date shall be entered into the applicable column;
o (large fleet only) Short presentation by the AE about the statistical data and the way how the
significant items and systems have been determined;
o Analyses of significant items. In this phase, the significant item report is reviewed in detail.
Depending on the background of the defects, described by the ACo, it shall be decided if
reliability improvement actions are necessary. The process defined in 1.10.4.(b) shall be
taken as guideline to find an appropriate corrective action. The result of this progress shall be
recorded and put into the fleet reliability data sheet to be reflected on the closed or open
item log, depending on the decision made. Any item marked as significant must be
commented accordingly in the fleet reliability data sheet; and
o (large fleet only) Review of the top 3 Part replacements (“MTBUR Report”/“Mean Time To
Removal Report”) and comparison to manufacturer top removal parts. The same analysis as
for the significant items found during any other process applies. In case the part matches an
already analysed issue, the analysis does not need to be done again. The result of the
analyses shall be added to the open or closed item log manually for all reviewed parts.
After the analyses the proposed action shall be written into the applicable column (“Proposed
Action”) of the fleet reliability data sheet, or if the analyses is not completely finished (e.g. further
data needed), the current status shall be mentioned in the relevant column (“current analyses
status”) of the fleet reliability data sheet.
A reference to the current point in the analyses is sufficient to document the analyses process for the
item. Further remarks may be done in the remarks column.

02 Aug 2021
b) Analyses for improvement actions
The following chart shall be used as a guideline to find the appropriate action to improve the
reliability of a system:

02 Aug 2021
1.10.5 Reliability improvement actions and monitoring of their effectiveness
As defined in 1.10.4, reliability improvement actions are determined. Depending on the nature of the
actions, the AE (e.g. AMP changes) or ACo (e.g. physical actions on the AC to be ordered)
incorporates the actions accordingly within the due time set in the meeting and documented on the
open item log.
The last step of the reliability improvement is the monitoring of its effectiveness. During the review
of the open item log, it shall be considered, if an action has been proofed to have reduced the
related problem. No item shall be closed finally before this has not been evaluated. This does not
apply for items, where it has intentionally been decided to not set any action.
1.10.6 Organisational Responsibilities

Following duties apply to the personnel involved in the reliability process:
(1) ACo:
o Feed the applicable tracking programme continuously with any reliability relevant defects,
stating the defect (Taskcard or TAL entry text) and the corrective action, latest 30 days after
the aircraft has been released to service after the defect;
o Ensure any replacements of serialized parts are properly tracked in the tracking programme,
latest 30 days after the aircraft has been released to service after the part replacement;
o Join the reliability meeting and give background information about the defects as needed;
and
o Incorporate corrective actions as outlined in the open items log
(2) AE:
o Review the fleet reliability data sheet;
o Export the data from the tracking programme;
o Prepare the significant items report for the reliability meeting;
o Prepare proposed corrective actions;
o Join the reliability meeting and present the significant items report as well as the proposed
corrective actions;
o Create the reports after the meeting; and
o Store the records in accordance with the procedure
(3) Subcontractor:
The subcontractor shall take over the actions of the ACo or the AE as defined in the subcontract.
(4) PCA:
o Schedule and lead the reliability meeting;
o Taking the final decision if and which corrective action is necessary after discussion during
the reliability meeting;
o Taking the decision to monitor or close an item;
o Distribute all reports after the meeting and advise the ACo about the necessary actions;
o Supervision of all phases of the reliability process; and
o Inform the competent authority as defined in section 1.10.7

02 Aug 2021
(5) CM:
o Taking part in the reliability meeting in a monitoring and control function
(6) Other Personnel and third party:

o Other personnel, such as AM, chief pilot, NPC (nominated person crew training) or NPF may
be involved as deemed necessary by the PCA, depending on the proposed corrective actions
of the AE. If deemed necessary by the PCA, they are invited to the reliability meeting.
o Third parties, such as e.g. the certifying staff of a contracted Part 145 organization may be
involved as deemed necessary by the PCA for the evaluation process or for corrective actions
depending on the outcome of the reliability meeting.

1.11 Pre-flight inspections Iss 4, Rev 0
02 Aug 2021
1.11 Pre-flight inspections
The operator is responsible for the satisfactory accomplishment of the pre-flight inspection. This
inspection must be carried out by the pilot or another qualified person but need not be carried out by
an approved maintenance organisation or by Part-66 certifying staff.
In case of AOJ, especially due to the unscheduled type of operation to various stations without
maintenance support, the pilot is responsible to perform the pre-flight inspection. In certain cases,
when it is decided, that the pre-flight inspection is carried out by a contracted maintenance
organisation or a contracted maintenance organisation assists the crew for the pre-flight inspection,
the ACo shall issue a separate order. No CRS is required for the pre-flight inspection.
The pre-flight inspection for all aircraft, which are on AOJ AOC, regardless if the flight itself is conducted
privately or commercially is performed in accordance with the approved OM-B. In case of privately
operated aircraft, not on the AOC of AOJ, the pre-flight inspection is performed in accordance with the
manufacturer’s flight manuals.
For privately operated aircraft the Pilot in Command is at least responsible to have following actions
performed. For aircraft on the AOC, they are defined in the respective OM-B:
• Preparation of aircraft for flight
• Sub-contracted ground handling function
• Security of Cargo and Baggage loading
• Control of refuelling, Quantity/Quality
• Control of snow, ice, residues from de-icing or anti-icing operations, dust and sand
contamination to an approved standard
The crew shall document the performance of the pre-flight inspection in the TAL. With their signature
on the TAL, the crew confirms to have performed the pre-flight inspection as per the applicable manual
and has consulted the applicable TAL, HIL and dent chart as per the applicable section of the OM-A.
The crew will be able to determine if any maintenance is due or overdue by the maintenance
information received on their crew briefing. The ACo is responsible to update this next due
maintenance information after scheduled maintenance has been performed. (see also section 1.3.2.b).
In cases, where additional training is needed for the crew to perform the walkaround or pre-flight
inspection, the training requirement is tracked by AOJ trainings department. AOJ Camo may be
requested to assist the trainings department to order appropriate trainings for the crew by a
contracted maintenance facility.

1.12 Aircraft weighing Iss 4, Rev 0
02 Aug 2021
1.12 Aircraft weighing
The Aircraft is weighed in accordance with the applicable operational requirements every 4 years.
The weighing shall be included as a task into the AMP.
The weight and balance report resulting from a weighing or any amendments thereto has to be
distributed within AOJ by the responsible ACo prior any further flight. It shall at least be sent to
[email protected] and [email protected]
If modifications are performed which have got influence on the weight and balance, the
implementation of the modification shall be reported to AOJ operations as well.
AOJ operations utilises a spread sheet with all weighing data and the applied changes to track the
cumulative weight changes since the last weighing has been performed.
Certain modifications or repairs may include the necessity of a physical weighing. In this case the
weighing shall be performed after the incorporation of the modification or repair before any further
flight.
In case the weight and balance cannot be defined in a calculatory way (e.g. painting), an aircraft
weighing shall be performed.
The removal or addition of operational items is administrated by AOJ flight operations department
and does not require a change by a maintenance organization. This includes e.g. the removal of items
if permitted by the MEL (e.g. life rafts). Nevertheless the ACo shall inform all relevant persons and
departments in such case as outlined above.

1.13 Maintenance check flight procedures Iss 4, Rev 0
02 Aug 2021
1.13 Maintenance check flight procedures
Check flights may be maintenance check flights depending on the scope of actions performed during
this flight.
Check flights are performed to confirm that the aircraft systems and flight characteristics have not
been negatively influenced by the maintenance performed. The affected systems may be tested in the
scope allowed by normal operational procedures.
The duration of the acceptance flight and procedures applied during the acceptance flight shall be
worked out between the ACo requesting the flight, the PCA and the Crew performing the flight. Any
test flight must be approved by the NPF after evolution of operational and crew requirements
SPO.SPEC.MCF.
Check flights have to be performed by a flight crew designated by AOJ and shall be accompanied by a
certifying staff of the organisation that has issued the release to service for above mentioned work
requiring this acceptance flight.
Members of AOJ Camo, the TC Holder, representatives of the owner or the competent authority may
join the flight. No passengers or cargo shall be transported on such flights.
If special test procedures are required, like data evaluation in flight required to issue a final release to
service certificate, which cannot be observed by a technician, the maintenance organisation is allowed
to rely this task to the crew performing the flight and make appropriate records to support the issue
of the final release to service certificate after successful passed check flight.
1.13.1 Maintenance Check Flights
Maintenance Check Flights flights are any flights performed with a serviceable aircraft, within the
scope of normal procedures, given by the manufacturer and matching the operators’ procedures.
Such check flights flights shall be performed in following cases:
a) When recommended by the approved maintenance data
The aircraft maintenance manual (AMM), or any other maintenance data issued by the design approval
holder, requires that an MCF be performed before completion of the maintenance ordered. In this
scenario, a certificate after incomplete maintenance should be issued by the maintenance organisation
and the aircraft can be flown for this purpose under its airworthiness certificate.
Due to incomplete maintenance, a new entry on the aircraft technical log system to identify the need
for an MCF shall be opened. This new entry should contain or refer to, as necessary, data relevant to
perform the MCF, such as aircraft limitations and any potential effect on operational and emergency
equipment due to incomplete maintenance, maintenance data reference and maintenance actions to
be performed after the flight.
After a successful MCF, the maintenance records should be completed, the remaining maintenance
actions finalised and the aircraft released to service.
b) Based on AOJ experience
Based on AOJ experience and for reliability considerations and/or quality assurance, AOJ may wish to
perform an MCF after the aircraft has undergone certain maintenance while maintenance data does
not call for such a flight, as example:
• If major components have been replaced such as wings or stabilisers, flight controls;
• When more than one engine has been replaced at the same time; and
• After major repairs or modifications
After the maintenance has been properly carried out, a certificate of release to service is issued and
the aircraft airworthiness certificate remains valid for this flight.
1.13 Maintenance check flight procedures Iss 4, Rev 0
02 Aug 2021
c) After troubleshooting by the MRO

After troubleshooting of a system on the ground, an MCF is proposed by the maintenance organisation
as confirmation that the solution applied has restored the normal system operation. During the
maintenance performed, the maintenance instructions are followed for the complete restoration of
the system and therefore a certificate of release to service is issued before the flight. The airworthiness
certificate is valid for the flight. An open entry requesting this flight may be recorded in the aircraft
technical log.
d) For defect evaluation and troubleshooting purpose
An aircraft system has been found to fail, the dispatch of the aircraft is not possible in accordance with
the maintenance data, and the satisfactory diagnosis of the cause of the fault can only be made in
flight. The process for this troubleshooting is not described in the maintenance data and therefore
scenario (a) does not apply. Since the aircraft cannot fly under its airworthiness certificate because it
has not been released to service after maintenance, a permit to fly issued is required. After the flight
and the corresponding maintenance work, the aircraft can be released to service and continue to
operate under its original certificate of airworthiness.
1.13.2 Permit to fly procedures for check flights

Permits to fly shall be issued in accordance with EASA Part 21 to aircraft that do not meet, or have
not been shown to meet, applicable airworthiness requirements but are capable of safe flight under
defined conditions and for the purposes listed in Part 21.A.701.
a) typical examples of flights that do require a permit to fly:
• Any flight required to verify if a defect has been appropriately rectified, when a full CRS is not
possible due to no test can be performed on ground. 1.13.1 d
• Any check flight required to obtain approval for an installation of a modification or repair
b) typical examples of flight that do not require a permit to fly
• Any check flight which is not technically required but optionally performed and operated
within the normal flight envelop (e.g. Customer Acceptance Flights during a pre purchase
inspection)
• Any check flight that AOJ has decided to optionally require by this exposition i.a.w. 1.13.1 (b),
but not mandated by the reasons listed in 1.13.2 a
• Optional check flights due to operator`s or owner`s discretion other than the check flights
required due to the reasons listed in 1.13.2 a and 1.13.1.b
For steps to be taken to obtain a permit to fly, follow the procedures in Chapter 4.9 of this exposition.

Part 2 Management system procedures 2.1-1
2.1 Hazard identification and safety risk management schemes Iss 4, Rev 1
21 Mar 2022
Part 2 Management system procedures

The management system consists of a compliance monitoring system managed by the CM and a
safety management system managed by the SM. The AM holds the ultimate responsibility for the
complete management system.
The core part of the management system framework focuses on what is essential for safety
management, to:
• clearly define accountabilities and responsibilities;

• establish a safety policy and the related safety objectives;
• implement safety reporting procedures in line with just culture principles;
• ensure the identification of aviation safety hazards entailed by its activities, ensure their
evaluation, and the management of associated risks, including:
o taking actions to mitigate the risks;
o verifying the effectiveness of the actions taken to mitigate the risks;
• monitor compliance, while considering any additional requirements that are applicable to
AOJ CAMO;
• keep the personnel trained, competent, and informed about significant safety issues; and
• document all the key management system processes including:
o — Hazard identification;
o — Safety risk management;
o — Internal investigation;
o — Safety performance monitoring and measurement;
o — Management of change;
o — Continuous improvement;
o — Immediate safety action and coordination with the aircraft operator’s Emergency
Response Plan (ERP)
AOJ has defined the processes of the management system in a separate Operator`s Management
Manual (OMM). Especially where processes are used in various areas of AOJ and not only in CAMO,
the below chapters are giving references to the OMM.
Where a process is documented in the OMM, the applicable pages are added to the LEP of this
exposition with it`s revision status. Whenever the relevant part of the OMM changes, the CAME is
revised as well and the applicable page is updated in the LEP.
2.1 Hazard identification and safety risk management schemes

Refer to OMM 3.6.1 & 3.6.2.

2.2 Internal safety reporting and investigations Iss 4, Rev 0
02 Aug 2021
2.2 Internal safety reporting and investigations
Any member of AOJ CAMO may at any time report potential safety issues or own mistakes that may
be shared with others in order to prevent re-occurrence. Any employee submitting a report shall be
protected by AOJ’s just culture and no actions shall be taken against the employee due to mistakes
made in connection with the reported event, except in cases of gross negligence or premeditation.
There are 2 general types of reports:
• Reports required i.a.w. 2.11 of this exposition

• Additional volunteer reports to avoid errors, hazards or safety risks
The main purpose of this reporting is to:
• identify the causes of and contributing factors to any errors, near misses, and hazards
reported and address them as part of safety risk management
• ensure evaluation of all known, relevant information relating to errors, the inability to follow
procedures, near misses, and hazards, and a method to circulate the information as
necessary.
Reports can be made by any member of AOJ CAMO, subcontractors, contracted maintenance
organizations, crews or any other person via https://safety.asqs.net/ or by sending an email to
[email protected]
Further details about the safety reporting and investigation are detailed in OMM chapter 6.
Occurrence reporting and reportable occurrences see OMM chapter 6.1, for reporting persons see
OMM chapter 6.2 and reporting procedures are described in OMM chapter 6.3.

2.3 Safety action planning Iss 4, Rev 0
02 Aug 2021
2.3 Safety action planning
2.3.1 CAMO Safety Review Board
The CAMO Safety Review Board consists of various stakeholders and meets regularly as described in
section 2.3 of this exposition. It is a high-level committee that considers matters of strategic safety in
support of the accountable manager’s safety accountability and consists of the following persons:
• AM
• PCA
• SM
• MSO
• CM
• Any other person deemed necessary by AM or a member of the board to deliver valuable
input
The main tasks of the CAMO Safety review board are to:
• review safety performance against the safety policy and objectives;

• review that any safety action is taken in a timely manner;
• review the effectiveness of Avcon Jet’s management system processes;
• pro-active identification of hazards;
• reviewing the results of compliance monitoring;
• review resources assigned to the achievement of safety objectives; and
• monitoring the implementation of related corrective and preventive actions
The responsibility to schedule the regular SRB Meetings lasts with the Safety Manager.
For further details see OMM 2.5.4.
2.3.2 Safety Action Groups

Safety Action Groups may be established by the SM, the MSO or the CAMO Safety Review Board and
tasked to group reports to, and takes strategic direction from, the safety review board, and may be
composed of managers, supervisors and personnel from operational areas.
For further details see OMM 2.5.5.

2.4 Safety performance monitoring Iss 4, Rev 1
21. Mar 2022
2.4 Safety performance monitoring
Refer to OMM chapter 3.7, 3.7.1 & 3.7.3.5

2.5 Change management Iss 4, Rev 0
02 Aug 2021
2.5 Change management
The management of change process is intended to anticipate and mitigate risks associated with
changes to the organization, it`s resources or procedures. Typically a management of change may be
triggered by a revision of this exposition that is expected to have significant impacts. However, the
PCA may at any time request the SM to launch a management of change process if changes are
planned that may have an impact on the work of the CAMO, even if not directly affecting procedures
laid down in this exposition.
For details of the change management process refer to OMM chapter 3.7.2.

2.6 Safety training and promotion Iss 4, Rev 0
02 Aug 2021
2.6 Safety training and promotion
For safety promotion refer to OMM chapter 3.8
Required safety trainings are included in chapter 0.3.15 of this exposition.

2.7 Immediate safety action and coordination with operator’s Iss 4, Rev 0
Emergency Response Plan (ERP) 02 Aug 2021
2.7 Immediate safety action and coordination with operator’s Emergency Response
Plan (ERP)
Refer to ERP Manual section 2 and 3

2.8 Compliance monitoring Iss 4, Rev 0
02 Aug 2021
2.8 Compliance monitoring
2.8.1 Audit plan and audit procedure
Refer to OMM Chapter 4.1.1, 4.1.2 and 4.3.
2.8.2 Monitoring of continuing airworthiness management activities

Refer to OMM 4.1.2.2
2.8.3 Monitoring of the effectiveness of the maintenance programme(s)

2.8.4 Monitoring that all maintenance is carried out by an appropriate

maintenance organisation
2.8.5 Monitoring that all contracted maintenance is carried out in accordance with
the contract, including subcontractors used by the maintenance contractor
Note: The related contracts shall be retained for 5 years as defined in 5.3 and 5.4 of this exposition.
2.8.6 Compliance monitoring personnel

Refer to OMM Chapter 4.2.2 & 4.2.3.

2.9 Control of personnel competency Iss 4, Rev 0
02 Aug 2021
2.9 Control of personnel competency
The competency of safety and compliance personnel is included in chapter 0.3.15 of this exposition.

2.10 Management system record-keeping Iss 4, Rev 0
02 Aug 2021
2.10 Management system record-keeping
Refer to OMM Chapter 9

2.11 Occurrence reporting Iss 4, Rev 1
21. Mar 2022
2.11 Occurrence reporting
According to CAMO.A.160, Regulation (EU) No 376/2014 and Implementing Regulation (EU)
2015/1018, certain events require the reporting of defects, technical occurrences or operational
occurrences to the AOJ`s Safety Management System (SMS) and the competent authority. Such
occurrences may be reported by any Crewmember, or by any office personal (e.g. CAMO personal
based on maintenance findings) i.a.w. CAMO section 2.2.
Any employee of AOJ may report any kind of occurrence or defect that endangers or lowers flight
safety. Any occurrence listed in Annex I of 2015/1018 is mandatory to be reported by flight crew,
CAMO personal and other staff working under the AOC of AOJ.
Mandatory reports shall be submitted latest within 72 hours from the time when the person
recognizes the occurrence. The employee has fulfilled his personal reporting obligation when the
report has been submitted to the SMS.
The SM is responsible to analyze the report, identify potential safety risks and determine whether a
reporting the authority is required iaw CAMO.A.160, Regulation (EU) No 376/2014 and Implementing
Regulation (EU) 2015/1018.
Any employee submitting a report shall be protected by AOJ’s just culture and no actions shall be
taken against the employee due to mistakes made in connection with the reported event, except in
cases of gross negligence or premeditation.
The safety manager is responsible to handle the report based on the procedures stated in OMM
Chapter 6.1. Investigations are carried out by the SM together with the MSO i.a.w. OMM 3.7.3.4.
Note: Usually the competent authority that shall receive the report is the competent authority of the
state of registry. However, for aircraft operated under 83bis agreement, the reporting to multiple
authorities may be required. The specific agreement for the implementation of the 83bis for a
specific aircraft gives further details about the occurrence reporting. If no details are given in that
letter, the occurrence is reported to the state of registry as well as to the state of the operator.

Part 3 Contracted maintenance — management of 3.1-1
maintenance Iss 4, Rev 0
3.1 Maintenance contractor selection procedure 02 Aug 2021
Part 3 Contracted maintenance — management of maintenance

3.1 Maintenance contractor selection procedure
AOJ Camo shall at least have one contract for line and base maintenance in place with a maintenance
organisation for each managed type of aircraft listed in section 0.2.3. Each specific aircraft
registration requires to be listed in at least one maintenance contract, covering the scope up to base
maintenance.
The PCA is responsible to initiate the contract with an appropriate facility, fulfilling the following
requirements:
• The organization must be appropriately approved under EASA Part 145;

• The scope of work and the types of aircraft as per the approval certificate of the Part 145
organisation must match the intended work scope of the contract;
• The principle understanding of the desired business shall match between AOJ Camo and the
intended contractor (may be verified by meetings with representatives of the organisation in
advance of establishing the contract);
• The capacity of the maintenance organisation shall be sufficient for the desired scope;
• The contractor must commit to a maintenance contract which is in accordance with
Appendix IV to AMC1 CAMO.A.315(c);
• The maintenance organization must have an implemented safety culture; and
• Manufacturer approved “service centres” are preferred.
If a facility is found to fulfil all of the above listed requirements, a contract may be signed. Before the
contract is signed, it shall be checked against Appendix IV to AMC1 CAMO.A.315(c); by the CM. The
contracted maintenance facility shall be listed in section 5.4 of this exposition and the contract shall
be stored.
It is up to the discretion of the PCA to establish contracts with more than one maintenance facility for
the same type. However, all those facilities shall be in compliance with the above mentioned
requirements.
No maintenance shall be ordered with a maintenance facility, which does not have a contract with
AOJ in place, and is therefore not listed in section 5.4 of this contract, except in following cases:
• Servicing;
• Engine and Component Maintenance which can be managed by one-time workorders; and
• Unscheduled line maintenance
Even if in these cases when no contract may exist, all other requirements in this section shall apply
accordingly.
It should be noted that even where base maintenance is ordered on a case-by-case basis, there
should be a written maintenance contract.
Where no maintenance contract exists, the WO issued i.a.w. section 1.3.2.b may include form
5.1.15b in addition to the WO cover sheet 5.1.15a. If the MRO countersigns the acceptance of the
condition described in 5.1.15b, this can be deemed equivalent to a maintenance contract for the
specific event.

Part 3 Contracted maintenance — management of 3.2-1
maintenance Iss 4, Rev 0
3.2 Product audit of aircraft 02 Aug 2021
3.2 Product audit of aircraft
Refer to OMM 4.1.2.1.b

Part 4 Airworthiness review procedures 4.1-1
4.1 Airworthiness review staff Iss 4, Rev 0
02 Aug 2021
Part 4 Airworthiness review procedures

This section of the exposition describes the procedures for Airworthiness Reviews, if carried out by
AOJ Camo and resulting into a recommendation to the competent authority of the state of registry,
or for aircraft managed by AOJ Camo with the issuance of an ARC.
This section is directly related to the privilege listed in section 0.2 of this exposition. The privilege to
carry out airworthiness reviews is directly approved by ACG on EASA Form 14. This privilege is limited
to the aircraft types as described in section 0.2.3 and as stated on EASA Form 14.
If an aircraft is within controlled environment airworthiness reviews have to be carried out every 3
years.
One year after the issuance of an ARC and subsequently one year afterwards, AOJ Camo may extend
the airworthiness review certificate of an aircraft for one more year, if it has not left the controlled
environment (no change of Camo, no change of operator/owner) and if it has been continuously
maintained by approved EASA Part 145 organisation.
If an aircraft has not been in a controlled environment since the last issue of an ARC, a full review has
to be performed.
The airworthiness review certificate will not be extended or issued if AOJ Camo is aware or has a
reason to assume that the aircraft is in an un-airworthy condition.
4.1 Airworthiness review staff

Only Airworthiness Review Staff (ARS) listed in Section 5.2 is allowed to perform Airworthiness
Reviews.
ARS has to be assessed by the PCA and a co-assessor, before this staff is nominated for acceptance by
ACG. The PCA shall use form 5.1.03 to record the assessment of the person.
Following requirements have to be fulfilled by the assessed person as a minimum before the person
is nominated at ACG:
• at least five years experience in continuing airworthiness;

• an appropriate license in compliance with EASA Part 66 or an aeronautical degree or a
national equivalent (this requirement may be replaced by additional 5 years of experience)
• at least one maintenance training category c within the relevant type group or for an aircraft
similar to the type group (e.g. C560XL is sufficient to serve a C525A)
• appropriate responsibilities in his position within AOJ Camo (refer to paragraph below for
details)
• having been approved already as ARS within another organization with at least one AR
performed during the last 12 month, or alternatively having attended at least 3 reviews of
AOJ as an ART
Appropriate responsibilities means the airworthiness review staff shall either have overall authority
on the airworthiness management process of complete aircraft (e.g. PCA or AM), or is independent
from the airworthiness management process of the specific aircraft (e.g. CM or any ACo or AE not
involved in the airworthiness management of the specific aircraft or type).
This means as example, if the PCA nominates an AE who deals with a specific type of aircraft or ACo
who deals with a specific aircraft registration, the review permit (Form 5.1.30) shall be limited to not
include that aircraft or type. The same limitations shall apply in case those conflicts arise from an
02 Aug 2021
additional position of the ARS within another Camo which contracts airworthiness reviews to AOJ
Camo.
4.1.1 ARS initial assessment and continuation

After the PCA has performed a detailed competence assessment including the requirements in section
4.1 above and section 0.3.15 an acceptance by ACG shall be requested by adding the ARS to the section
5.2 and sending it for approval i.a.w. section 0.5 of this exposition.
After approval of the Came amendment in which the ARS is listed in the exposition, the ARS may start
carrying out Airworthiness Reviews for AOJ Camo, within the scope AOJ Camo is approved for on EASA
Form 14.
The PCA shall re-assess every ARS by an interval of 2 years to ensure all continuation trainings as
required by section 0.3.15 have been performed and the ARS has got recent experience.
Recent experience of the ARS is only given if the ARS:
• has been involved in continuing airworthiness management activities for at least six months
since the last competence assessment, or
• conducted at least one airworthiness review in the last twelve month period.
In case recent experience is missing, the PCA shall immediately revoke the approval to perform
Airworthiness Reviews and classify the employee as ART (as defined below in section 4.1.2).
The PCA may reactivate the ARS status of the person when at least 1 review has been attended by the
ART under supervision of a valid ARS.
If the revoking of the rights of an ARS has an effect on the scope of AOJ Camo, it shall be reported to
ACG within 72 hours. If the approval is not affected, the person shall be deactivated in the list of ARS
by the next revision of this exposition unless he has been reactivated as a valid ARS by this time.
4.1.2 Airworthiness Review Trainee (ART)

An ART is a person which does not fully fulfil the requirements to be an ARS, but needs to attend
Airworthiness Reviews under supervision of an ARS in order to reach the required qualifications. An
ART may also be a former ARS which has lost his permission to perform reviews by not fulfilling the
requirements for recent experience, but intends to qualify again for an internal certification as ARS.
The position as ART is intended to support the review under supervision of an already approved ARS.
In order to participate a review as ART minimum requirements need to be fulfilled.
Beside the training requirements listed in section 0.3.15, following qualifications are required:
• at least four years experience in continuing airworthiness
• an appropriate license in compliance with EASA Part 66 or an aeronautical degree or a national
equivalent (this requirement may be replaced by additional 5 years of experience)
• at least one aircraft type training category c
The participation of an ART during a review shall be clearly documented on the survey forms of the
surveys he participated (form 5.1.20 and form 5.1.21) and a copy of the signature page shall be stored
in the personal folder of the ARS to assist a later competence assessment of the PCA and the
application to ACG to become an ARS.

02 Aug 2021
4.1.3 ARS Authorisation
Every ARS listed in section 5.2 shall have a personal folder as described in section 0.3.15. Additionally,
the records of ARS shall include a list of all reviews performed during the last 24month before each
competence assessment and shall contain a copy of the ARS authorization.
The ARS authorization shall be given on Form 5.1.24 by the PCA upon satisfactory assessment and
approval by ACG. The personal record shall include at least following data:
• Name,
• Date of Birth,
• Basic Education,
• Experience,
• Aeronautical Degree and/or Part-66 qualification and/or nationally-recognized maintenance
personnel qualification,
• Trainings received,
• Experience in continuing airworthiness and within the organization,
• Responsibilities of current role in the organization,
• Copy of the authorization
A copy of Form 5.1.23 shall be given to the ARS. Form 5.1.23 shall expire latest at the date of the next
due competence assessment.
After a positive re-assessment, the PCA may extend the authorization for 2 more years.

4.2 Documented review of aircraft records Iss 4, Rev 0
02 Aug 2021
4.2 Documented review of aircraft records
If an airworthiness review is contracted to AOJ Camo or is performed on an Aircraft managed by AOJ
Camo, the inspection of the ARS shall consist of a review of maintenance records and a physical survey
of the aircraft.
A documented review of the aircraft records shall be carried out and documented on form 5.1.20 by
AOJ Camo in order to be satisfied that:
• airframe, engine and propeller flying hours and associated flight cycles have been properly
recorded;
• the flight manual is applicable to the aircraft configuration and reflects the latest revision
status;
• all the maintenance due on the aircraft according to the approved maintenance programme
has been carried out;
• all known defects have been corrected or, when applicable, carried forward in a controlled
manner;
• all applicable airworthiness directives have been applied and properly registered;
• all modifications and repairs applied to the aircraft have been registered and are in compliance
with the EASA Part 21;
• all service life limited components installed on the aircraft are properly identified, registered
and have not exceeded their approved service life limit;
• all maintenance has been released in accordance with the applicable standards;
• the current mass and balance statement reflects the configuration of the aircraft and is valid;
• the aircraft complies with the latest revision of its type design approved by the Agency; and
• if required, the aircraft holds a noise certificate corresponding to the current configuration of
the aircraft in compliance with EASA Part-21.
To ensure the compliance with above described conditions is verified, an inspection is performed
which shall at least include the following list of items to be checked:
Documents Status Check In depth sample rate
Aircraft Certificates 100% 100% (all information stated
on it correct, all Cert. valid)
Deferred defects (items of hold 100% Control of all items 5 items or all since last ARC
item list, dent and buckle chart, since last issue of ARC whatever is less. Sampling
etc.) shall include at least 1 of
each category (MEL, pax
convenience, Structural, etc.)
if available.
Aircraft flight manual including 100% available according 100% of required manuals
aircraft configuration and all TCDS and other requirements for correct revision status
required operational manuals i.a.w and matching aircraft
TCDS configuration (supplements,
STCs, etc.)
Aircraft Maintenance Program Approval and revision status Changes since the last direct
reverence (latest source approval of the Maintenance
02 Aug 2021
document rev. as basis Programme + sampling of
listed), single tasks introduced by
ICAs of mods and repairs, the latest revision of
repetitive ADs are listed approved data.
Maintenance Duelist No item Overdue 5 items of different
categories
Maintenance Data Availibility of ICAs of N/A
Manufacturer and availability
Supplemental maintenance
data (in case of STC)
Work Packages 100% Control (from the last Per package:
ARC issue) or 4 scheduled 5 Form 1 for replaced parts
packages and 4 unscheduled sample 3 components and 3
packages, whatever is less tasks per package for correct
update,
100%:
approval for incorporated
repair/mod, release to
service, Techlog page, weight
and balance impacts
recorded, times correct, all
defects correctly deferred,
ICAs implemented in AMP, all
logbooks updated
AD status 100% of ADs issued or 7 ADs, including at least one
revised since last ARC performed, one “N/A” per
status, one not yet due.
Modification and SB status 100% of mandatory/alert SBs 7 SBs, if available including at
issued or revised since last least 2 mandatory. Engine,
ARC. Airframe and APU samples
10 Samples of other SBs shall be included.
Modification and repair approvals 100% All since last ARC + 3 from
historic records if available.
List of service life limited Available and plausible 5 samples (against
components requirement, AMP, last
performance, correct setting
in tracking tool, correct Form
1 and Form 1 information
like TSN taken over in
tracking tool)
Mass and balance report and Available 100% Control of all mass and
equipment list balance affecting
modifications incorporated
since last ARC issue, or 5
samples if all 5 samples
where correct.
Last weighing less than 4

02 Aug 2021
years ago
If available compare against
W&B before if changes are
reasonable.
Check calculation for
plausibility.
Datasheets Valid and no
Aircraft and engine Type Available and valid
inconsistency with AC
Certificate Data Sheets (TCDS)
recognized.
Check if LOPA is covered by
TCDS.
Check Flammability
Certificates
Check for specific ICAs
required by TCDS
Technical Aircraft Log (hours and Plausibility of completeness 5 techlogs re-calculation
cycles properly recorded)
100% of defects since last
ARC rectified
This inspection is documented on Form 5.1.20. Each review is identified by a unique number, which is
created by AOJ from the approved Camo, the aircraft registration and each a two-digit number of the
year and the month.
Example: Airworthiness Review performed on OE-ABC (managed by AOJ) in September 2013 would
have the number “AOJ_OE-ABC-1309”
Form 5.1.20 must be signed by the ARS and if applicable by the ART.

4.3 Physical survey Iss 4, Rev 0
02 Aug 2021
4.3 Physical survey
The second part of each airworthiness review is the physical survey of the aircraft. The ARS carries out
a physical survey of the aircraft. For this survey, an ARS not appropriately qualified in accordance with
EASA Part 66 shall be assisted by such qualified personnel.
Therefore the physical survey should preferably take place when the aircraft undergoes maintenance
at an approved Part 145 organization. In order to meet this preferred condition, the physical survey
may be anticipated by a maximum period of 90 days without loss of continuity of the airworthiness
review pattern.
The physical survey is a survey of the aircraft, documented in Form 5.1.21 and is performed with the
target to ensure that:
• all required markings and placards are properly installed
• the aircraft complies with its approved flight manual
• the aircraft configuration complies with the approved documentation
• no evident defect can be found that has not been addressed according to M.A.403
• no inconsistencies can be found between the aircraft and the paragraph (a) documented
review of records (e.g. repairs which are not on the dent chart, obvious modifications which
do not meet the modification status, etc.).
To ensure this compliance the physical survey includes relevant sample checks of at least the following
items:
Item Type of Survey
Emergency Equipment (as required by Check of all required emergency equipment (e.g. crash axe,
EASA Air Ops and relevant certification megaphone, life vests, life rafts, first aid kit, flash lights, etc.)
standards) by S/N and expiry date against the record status
Serialized components Sampling of a few easily accessible serialized parts against the
record status
General Condition Inspection of Aircraft at a depth of a pre-flight or walk around
inspection as defined in the related manuals
Evident defects During above listed check, special attention shall be paid on
any repairs or dents not documented in the dent chart
Placards check Sample check of required placards and languages i.a.w. AMM
Ch. 11 or equivalent approved data.
The sampling shall at least include markings of emergency
exits and passenger safety information.
Aircraft Operation Operational actions and checks as deemed necessary by the
ARS. This may include flight control movement checks, engine
run ups or even check flights.
The ARS decides based on his experience, other findings during
his review and regulatory aspects (e.g. national requirements
of the state of registry, or importing requirements).
NOTE: Aircraft Operation shall only be done by authorized
personal (technician/pilot) and upon approval of the operator.

4.4 Additional procedures for recommendations to competent Iss 4, Rev 0
authorities for the import of aircraft 02 Aug 2021
4.4 Additional procedures for recommendations to competent authorities for the
import of aircraft
If an airworthiness review is carried out on an aircraft imported into the EU in order to issue a
recommendation to the competent authority of the importing member state, additionally the
following shall be taken into consideration as per M.A.904:
• the information from third country authorities such as export certificates, primary authority
information;
• the information on aircraft maintenance history such as continuing airworthiness records,
aircraft, engine, propeller, rotor and life limited part log books or cards as appropriate, tech
log/flight log/cabin log, list of deferred defects, total flight times and cycles, times and cycles
since last maintenance, accident history, former maintenance schedule, former AD compliance
status;
• the information on aircraft such as aircraft, engine and propeller type certificate datasheets,
noise and emission certificate data sheets, flight manual and supplements;
• the aircraft continuing airworthiness status such as the aircraft and component AD status, the
SB status, the maintenance status, the status of all service life limited components, weight and
centre of gravity schedule including equipment list;
• the modification and repair status of the aircraft detailing elements such as owner/operator
designed modifications and repairs, STCs, and parts needing European parts approval;
• the aircraft cabin configuration such as emergency equipment fitted, cockpit configuration,
placards, instrument limitations, cabin layout;
• The maintenance needed for import, such as
o embodiment of modifications needed to comply with the EASA type certificate,
bridging check to comply with the new maintenance programme;
o the avionics such as, but not limited to, radio and navigation equipment, instrument
flight rules (IFR) equipment, digital flight data recorder (DFDR)/cockpit voice recorder
(CVR) test, emergency locator transmitter (ELT) 406 MHz code and identification;
o the compass compensation;
o any other bridging maintenance required by the AMP;
o special operating rules such as extended twin‐ engine operations (ETOPS)/long range
operations (LROPS), reduced vertical separation minima (RVSM), minimum navigation
performance specifications (MNPS), all weather operations (AWOPS), area navigation
(RNAV);
o the aircraft survey including verification of conformity with the flight manual and the
datasheet, presence of fire proof identification plates, conformity of markings
including registration, presence and serviceability of emergency equipment, internal
and external lighting systems, and
o check flight including check of control system/cockpit ground check/engine run up.

4.5 ARC recommendations to competent authorities Iss 4, Rev 1
21 Mar 2022
4.5 ARC recommendations to competent authorities
After the compliance certificate of physical survey and the compliance certificate of record review
(Form 5.1.20 and 5.1.21) have been issued, the result of the review shall be documented on a
recommendation to the competent authority.
In case of aircraft operated under a 83bis agreement, the applicable implementation letter defines to
which competent authority the ARC recommendation need to be sent.
Following papers are transmitted to the authority:
• Compliance Certificate of record review (form 5.1.20)
• Compliance Certificate of the physical survey (form 5.1.21)
• Recommendation for the issue of an ARC (Form 5.1.22)
Following Information shall be presented to the authority in digital form:
• Weight and Center of Gravity Data
• copy of registration papers and board documents
• copy of ARC application of Operator to authority of Registry
• AD Status
• AFM, AMP, MEL revision status and copy of approval;
• LLP List, Status Report and Duelist from tracking programme
• Hold Item List, Dentchart or other means of deferred item documentation
• Sample Checks
o Journey Logs
o Workpackages
• Pictures
o Emergency Equipment
o Serialized Component Samples
o Physical Defects if applicable
o Others
• Pub Status
• Evidence of findings and corrective actions
Additionally, in Case of Import to the EU:
• copy of the application to the authority where aircraft will be registered
• check flight report
• copy of the ACG Checklist
• copy of export certificate
• proposed new maintenance programme
• Modification and repair status including Part 21 (or bilateral acceptable equivalent) approval
for all modifications and repairs

21 Mar 2022
Depending if the review has been performed on an aircraft already registered in a member state, or if
the review is performed to issue a recommendation to support the import, the following sections
define the minimum content to be detailed in the recommendation file.
4.5.1 Recommendation for aircraft already registered in a member state
Following information is recorded and checked for aircraft already registered in a member state by use
of forms 5.20, 5.21 and 5.22:
• General information
o Part CAMO organization information
o owner/lessee information
o date and place the document review and the aircraft survey were carried out
o and place the aircraft can be seen if required by the competent authority
• Aircraft information
o Registration
o Type
o Manufacturer
o Serial Number
o Flight Manual Reference
o Weight and centre of gravity data
o maintenance programme reference
• Documents accompanying the recommendation
o copy of registration papers
o copy of the owners request for a new airworthiness review certificate
• Aircraft status
o aircraft total time and cycle
o list of persons or organisations having carried out continuing airworthiness activities
including maintenance tasks on the aircraft and its components since the last
airworthiness review certificate
• Aircraft survey
o a precise list of the areas of the aircraft that were surveyed and their status
• Findings
o a list of all the findings made during the airworthiness review with the corrective
action carried out
• Statement: A statement signed by the airworthiness review staff recommending the issue of
an airworthiness review certificate. The statement should confirm that the aircraft in its
current configuration complies with the following:
o airworthiness directives up to the latest published issue,
o type certificate datasheet,
o maintenance programme,

21 Mar 2022
o component service life limitations,
o the valid weight and centre of gravity schedule reflecting the current configuration of
the aircraft,
o Part 21 for all modifications and repairs,
o the current flight manual including supplements,
o operational requirements.
o that all of the above is properly entered and certified in the aircraft continuing
airworthiness record system and/or in the operator’s technical log
No recommendation shall be issued before all Level 1 findings are closed (see paragraph 4.5.3)
4.5.2 Recommendation for aircraft imported to the EU
For aircraft imported into the EU, following additional or altered information shall be provided on the
recommendation:
• Aircraft information
o aircraft assigned registration
o state of manufacturer
o previous registration
o export certificate number
o TC and TC data sheet numbers
o noise and emissions TC and TC data sheet numbers
o comparison of prior maintenance programme with the proposed new maintenance
programme.
• Documents accompanying the recommendation
o of the application;
o original export certificate;
o of the approvals of the flight manual and its supplements;
o list of ADs incorporated up to the latest published issue;
o proposed new maintenance programme;
o status of all service life limited components;
o the valid weight and centre of gravity schedule reflecting the current configuration of
the aircraft and
o EASA Part 21 (or bilaterally acceptable equivalent) approval reference for all
modifications and repairs.
• Maintenance
o copy of the work packages requested by the subpart G organization including details
of any bridging check to ensure all the necessary maintenance for import has been
carried out.
• Aircraft check flight
o a copy of the check flight report

21 Mar 2022
No recommendation shall be issued before all Level 1 findings are closed (see section 4.5.3).

21 Mar 2022
4.5.3 Findings
For any non – compliance with EASA Part M or Part CAMO requirements or other applicable
requirements, findings are raised by the ARS.
The same finding categories as described in Chapter 2 for compliance audits are applied for the AR
process on the last page of the Airworthiness Review Recommendation (Form 5.1.22).
No recommendation (Form 5.1.22) shall be issued before all level 1 findings are closed.
No ARC (Form 5.1.23) shall be issued before all findings are closed.
All findings shall be communicated to the CM. The CM or ARS enters them into the software IQSMS for
tracking purpose. As the deadline approaches, ARS will follow up on finding closure and notify
competent authority of the state of registry in case of non-satisfying or no rectification.
Should the outcome of the airworthiness review be inconclusive, the competent authority shall be
informed as soon as practicable but in any case within 72 hours from the time identifying the condition
to which the review relates.
4.5.4 Submition of Recommendation

When the recommendation has been issued i.a.w. section 4.5.1-4.5.3, the recommendation is usually
sent to the responsible Operator or CAMO that ordered the review. The third party Operator/CAMO
is responsible to submit it to his competent authority. In case requested by the operator, AOJ may
agree to send the recommendation directly to the autorithy with the operator in copy.

4.6 Issue of ARC Iss 4, Rev 0
02 Aug 2021
4.6 Issue of ARC
If an aircraft is managed by another Camo than AOJ Camo, or if the aircraft has not been in
controlled environment within the last 12month, the competent authority issues the ARC, based on
the recommendation (as described in section 4.5). The Certificate is issued in form of EASA Form 15a.
The ARC is valid for 12 month and can be extended twice for a period of another 12 month, if it has
been within controlled environment since the last issue of an ARC.
If the aircraft has been in controlled environment for the last 12 month and is managed by AOJ
Camo, after a full airworthiness review has been performed, the ARS may issues an ARC. EASA Form
15b is used. A draft Form can be found as Form 5.1.19 of this Came.
Within 10 days after the issuance of the ARC, the ARC has to be transmitted to ACG via e-mail.
All records shall be stored safely by the ARC staff.
An airworthiness review certificate cannot be issued nor extended if there is evidence or reason to
believe that the aircraft is not airworthy. All findings must be closed before the issuance of the ARC.
4.6.1 Validity of the airworthiness review certificate

An airworthiness review certificate becomes invalid if:
• suspended or revoked;
• the airworthiness certificate is suspended or revoked;
• the aircraft is not on the aircraft register of a Member State; or
• the type certificate under which the airworthiness certificate was issued is suspended or
revoked.
An aircraft must not fly if the airworthiness certificate is invalid or if:
• the continuing airworthiness of the aircraft or any component fitted to the aircraft does not
meet the requirements of this Part;
• the aircraft does not remain in conformity with the type design approved by the Agency;
• the aircraft has been operated beyond the limitations of the approved flight manual or the
airworthiness certificate, without appropriate action being taken;
• the aircraft has been involved in an accident or incident that affects the airworthiness of the
aircraft, without subsequent appropriate action to restore airworthiness; or
• a modification or repair is not in compliance with EASA Part 21.
Upon surrender or revocation, the airworthiness review certificate shall be returned to the competent
authority of registry.

4.7 Airworthiness review records, responsibilities, retention Iss 4, Rev 0
and access 02 Aug 2021
4.7 Airworthiness review records, responsibilities, retention and access
Any airworthiness review performed under the approval of AOJ shall be stored in a folder. It is
acceptable to collect several reviews in one folder in chronological order if the reviews are clearly
separated within the folder.
The content for each review shall be at least:
• Compliance Certificate of record review (form 5.1.20);
• Compliance Certificate of the physical survey (form 5.1.21);
• Recommendation for the issue of an ARC (Form 5.1.22);
• copy of registration papers;
• copy of export certificate (in case of import);
• copy of the owners request for a new airworthiness review certificate;
• copy of the application (in case of import);
• copy of the ACG Checklist (in case of import);
• Copy of the ARC (for AC managed by AOJ), or if issued by ACG a copy of EASA Form 15a;
• Record of corrective actions reported by the responsible person or organization (within the
time given by the findings deadline) and
• Copy of the e-mail where the recommendation and if applicable the EASA Form 15b has been
sent to the competent authority.
For details about the storage environment, refer to section 1.3.2.a of this exposition.
All Airworthiness Review Records are kept at least for the time the relevant aircraft is operated by AOJ
and thereafter 3 years after the aircraft has been transferred to another organization.
Recommendations made for aircraft not operated by AOJ shall be retained 3 years from the date the
recommendation has been issued.
The ARS are responsible for the completeness of the records of any review performed by them.
The PCA keeps the responsibility that all AR records are kept for the time specified in this paragraph.

4.8 ARC extension Iss 4, Rev 0
02 Aug 2021
4.8 ARC extension
AOJ Camo holds the privilege extend an ARC in due time under the conditions of EASA Part M,
CAMO.A.125 or M.A.901 (c) & M.A.901 (e) to issue a recommendation for the airworthiness review to
the competent authority of the Member State of registry.
For aircraft that are in a controlled environment, AOJ Camo under its Part CAMO approval may, under
the conditions of EASA Part M, M.A.901(f), extend twice for a period of one year each time the validity
of an airworthiness review certificate that has been issued by the competent authority or by a
continuing airworthiness management organization approved under Subpart I.
4.8.1 ARC extension procedure

The validity of the ARC is monitored by the responsible ACo. When an ARC is about to expire soon, the
ACo shall notify the PCA, who orders one of the persons listed in section 4.1.3 to perform the extension.
The PCA may also decide to order a recommendation from an appropriately approved continuing
airworthiness management organisation in case no staff is available which is allowed to perform the
extension, or for any other reason.
a) Record Check
When extension personnel is ordered by the PCA to perform an extension, a record review has to be
performed. The record review must not be performed earlier than 30 days before the expiration date
of the ARC.
Following items shall be checked as part of the record review:
• Aircraft has continuously been managed during the previous 12 months (since the issue or last
extension of the ARC) by the same continuing airworthiness management organisation;
• 100% check that all maintenance of the last 12 month has been performed by appropriately
approved maintenance organisations and
• 100% check of all CRS against following criteria:
o Correct AMP reference stated;
o Basic details of the maintenance carried out or appropriate reference to workpackage;
o The date the maintenance was completed;
o Correct hours and cycles comparison against “Fl3xx”;
o APU hours and cycles if applicable; and
o Correct identification of organisation and person issuing the CRS.
This record check shall be documented on the ARC extension form (Form 5.1.19). A copy of this form
together with the extended ARC shall be sent to ACG within 10 days.
In case of aircraft operated under a 83bis agreement, the applicable implementation letter defines to
which competent authority the ARC extension need to be sent.

4.8 ARC extension Iss 4, Rev 0
02 Aug 2021
b) Issue of extension
After satisfying check of the aircraft records, the ARC extension staff (ARES) may issue the extension.
For this purpose the extension field of the valid ARC, EASA Form 15 is filled out as shown below. The
field may look slightly different, depending on the issuing Camo or authority, but the basic content is
the one shown below.
1) The date of issue is the date on which the extension is entered into the certificate;
2) The airframe flight hours at the date of the extension
3) Here the ARES shall sign the extension;
4) The name of the company which issues the extension – this is Avcon Jet AG;
5) If the extension is performed within a 30 days period before the expiry or if it is performed
after the date of expiry, the new expiration date (after extension) is set one year after the
previous expiration date (not one year after the extension is performed). If the extension is
performed earlier, the review pattern cannot be kept and the expiry date is limited to one year
after the issue date of the extension;
6) The reference of the person as per section 4.8.2;
7) The approval reference of AOJ Camo – this is AT.CAMO.A-117.
An airworthiness review certificate cannot be extended if there is evidence or reason to believe that
the aircraft is not airworthy.
When the extension has been issued, the extension form and the extended certificate shall be stored
on the server as defined in section 1.3.
4.8.2 Personnel nominated to extend ARCs (ARES)
The below table shows the staff currently approved to extend ARCs. The reference number for each
person consists of the three-letter-code of Avconjet, the position (ARES for Airworthiness Review
extension staff and ARS for Airworthiness Review Staff) and the three letter code of the person.
Name Scope/Limitations Reference Issued Remarks

Since
1 Rudolf Steiger All Aircraft – no AOJ-ARES- Issue 3, rev
limitation STG 0
2 Markus Grafl All Aircraft – no AOJ-ARES- Issue 3, rev
limitation GRF 5
3 Christian All Aircraft – no AOJ-ARES- Issue 3, rev
Dollberger limitation DOC 29
4 Michael All Aircraft – no AOJ-ARES- Issue 3, rev
Tuschetschläger limitation TUM 31
5 Stanislav Filipek All Aircraft – no AOJ-ARES- Issue 3,
limitation FIL rev 34
4.9 Permit to fly procedures Iss 4, Rev 0
02 Aug 2021
No person other than the ones listed above is allowed to extend an ARC. The above listed personnel is
only permitted to extend an ARC upon the PCAs order.
4.9 Permit to fly procedures
A Permit to Fly is generally issued when a certificate of airworthiness is temporarily invalid, for example
as the result of a damage, or when a certificate of airworthiness cannot be issued for instance when
the aircraft does not comply with the essential requirements for airworthiness or when compliance
with those requirements has not yet been shown, but the aircraft is nevertheless capable of
performing a safe flight.
AOJ Camo does currently not hold the privilege to issue a permit to fly. In case an aircraft managed by
AOJ Camo needs a permit to fly, it has to be applied for at ACG. In case flight conditions are needed,
those shall be provided by the TC holder and approved by EASA before the application is made to ACG.
In case of aircraft operated under a 83bis agreement, the applicable implementation letter defines
which competent authority is responsible to issue a permit to fly.
Flight conditions are needed if:
• the aircraft does not conform to an approved design (e.g. due to damage);
• an Airworthiness Limitation, a CMR or an AD has not been complied with; or
• the intended flight(s) are outside the approved envelope
Typical cases where no flight conditions are needed are:
• production flight testing for the purpose of conformity establishment;
• delivery/export flight of a new aircraft the design of which is approved; or
• demonstrating continuing conformity with the standard previously accepted by the Agency for
the aircraft or type of aircraft to qualify or re-qualify for a certificate of airworthiness
In case EASA approval for flight conditions is required, the application to EASA shall be done using EASA
Form 37 and the included EASA form 18b. The form is published at the EASA webpage.
The application for the permit to fly to ACG shall be done using EASA Form 21 in the version published
at the webpage of ACG.
The ACo organises the Permit to Fly and takes care that all forms are filled out and submitted and all
supporting paperwork (e.g. from the TC Holder) is available. The application itself is signed by the PCA
or deputy, or if required in AOG cases if the PCA or deputy is not available, by the ACo after agreement
with the PCA.

Part 5 Supporting documents 5.1-1
5.1 Sample documents, including the template of the ATL Iss 4, Rev 0
system 02 Aug 2021
Part 5 Supporting documents

5.1 Sample documents, including the template of the ATL system
# Form Description Document Name Rev.
Subcontractor AVCON-CAMO_FORM-5.1.01_Subcontractor_Reporting_I4- Issue 4
5.1.01
Reporting Rev0 Rev 0
5.1.02 Manpower AVCON-CAMO_FORM-5.1.02_Manpower_Analysis_I.4- Issue 4
Analysis Rev0 Rev 0
5.1.03 Competence AVCON-CAMO_FORM- Issue 4
Assessment 5.1.03_Competence_Assessment_I.4-Rev.0 Rev 0
5.1.04 Training Schedule Issue 4
AVCON-CAMO_FORM-5.1.04_Training_Schedule_I.4-Rev0
Rev 0
5.1.05 CAME AVCON-CAMO_FORM-
Issue 4
amendment 5.1.05_CAME_amendment_not_req._prior_approval_I.4-
Rev 0
approval Rev.0
5.1.06 Issue 4
AltMoC approval AVCON-CAMO_FORM-5.1.06_AltMoC_approval_I.4-Rev.0
Rev 0
5.1.07 Technical Aircraft Issue 4
AVCON-FLT_FORM-5.1.07_Technical_Aircraft_Log_Rev.5
Log Rev 0
5.1.08 Issue 4
Hold Item List AVCON-CAMO_FORM-5.1.08_Hold_Item_List_I.4-Rev.0
Rev 0
5.1.09 Dent and Repair AVCON-CAMO_FORM-5.1.09_Dent_and_Repair_Chart_I.4- Issue 4
Charts Rev0 Rev 0
5.1.10 Issue 4
MEL Extension AVCON-CAMO_FORM-5.1.10_MEL_extension_I.4-Rev.0
Rev 0
5.1.11 Annual AMP AVCON-CAMO_FORM-5.1.11_Anual_AMP_Checklist_I.4- Issue 4
Checklist Rev.0 Rev 0
5.1.12 Revision Status AVCON-CAMO_FORM- Issue 4
Checklist 5.1.12_Revision_Status_Checklist_I.4-Rev.0 Rev 0
5.1.13 Maintenance AVCON-CAMO_FORM- Issue 4
Record Checklist 5.1.13_Maintenance_Record_Checklist_I.4-Rev.0 Rev 0
5.1.14 Indirect AMP AVCON-CAMO_FORM-5.1.14_Indirect_AMP_Revision_I.4- Issue 4
Revision Approval Rev.0 Rev 0
5.1.15a Workorder Cover AVCON-CAMO_FORM- Issue 4
Sheet 5.1.15a_Workorder_Cover_Sheet_I.4-Rev.0 Rev 0
5.1.15b GTA for AVCON-CAMO_FORM- Issue 4
Maintenance 5.1.15b_GTA_Base_Maintenance_I.4-Rev.0 Rev 0
5.1.16 Handover Issue 4
AVCON-CAMO_FORM-5.1.16_Handover_Protocol_I4-Rev0
Protocol Rev 0
5.1.17 AD Check Record Issue 4
AVCON-CAMO_FORM-5.1.17_AD_Check_Record_I.4-Rev.0
Rev 0
5.1.18 Fleet Reliability AVCON-CAMO_FORM- Issue 4
Data Sheet 5.1.18_Fleet_Reliability_Data_Sheet_I.4-Rev.0 Rev 0
Significant Items
5.1.18.1 N/A – created from 5.1.18 – sample see below N/A
Report
5.1.18.2 Open Item Log N/A – created from 5.1.18 – sample see below N/A
5.1.18.3 Closed Item Log N/A – created from 5.1.18 – sample see below N/A
5.1.19 ARC extension Issue 4
AVCON-CAMO_FORM-5.1.19_ARC_Extension_I.4-Rev.0
Rev 0

5.1 Sample documents, including the template of the ATL Iss 4, Rev 0
system 02 Aug 2021
Compliance AVCON-CAMO_Form-
Issue 4
5.1.20 Certificate of 5.1.20_Compliance_Certificate_of_Record_Review_I.4-
Rev 0
Record Review Rev.0
Compliance AVCON-CAMO_Form-
Issue 4
5.1.21 Certificate of 5.1.21_Compliance_Certificate_of_Physical_Survey_I.4-
Rev 0
Physical Survey Rev.0
Airworthiness
AVCON-CAMO_Form- Issue 4
5.1.22 Review
5.1.22_Airworthiness_Review_Recommendation_I.4-Rev.0 Rev 0
Recommendation
Airworthiness AVCON-CAMO_Form- Issue 4
5.1.23
Review Certificate 5.1.23_Airworthiness_Review_Certificate_I.4-Rev.0 Rev 0
ARC Staff AVCON-CAMO_Form-5.1.24_ARC_Staff_Authorisation_I.4- Issue 4
5.1.24
Authorisation Rev.0 Rev 0

5.2 List of airworthiness review staff Iss 4, Rev 0
02 Aug 2021
5.2 List of airworthiness review staff
The below table is a list of ARS used by AOJ Camo to perform Airworthiness Reviews. It also identifies
the type groups an ARS is allowed to perform reviews on, based on the internal competence
assessment and the acceptance by ACG. Following personal of AOJ Camo is permitted to carry out
airworthiness reviews:
Name Scope/Type Groups Reference Issued Since Remarks
1 2 3 4 5 6
1 Rudolf Steiger x x x x AOJ-ARS-STG Issue 3, rev 8
2 Stanislav Filipek x x x x AOJ-ARS-FIL Issue 3, rev No AR on
34 A/C’s
handled as
AE since last
AR
Further details of each review staff are stored in the personal files of the person.
The above mentioned type groups are defined as follows:
• Type Group 1:
Aircraft with MTOW below 5.700kg
e.g. C510, C525, C525A, Premier I, etc.
• Type Group 2:
Aircraft with MTOW 5.700‐ 14.000kg
e.g. C525B, C550, C560XL, C680, LJ45, LJ60, etc.
• Type Group 3:
e.g. CL300, C750, G150, G200, F2000, etc.
• Type Group 4:
e.g. F900, F7X, A318, EMB‐ 145, CL850, etc.
• Type Group 5:
e.g. A320, B737‐ 700, A321, MD83, B757, etc.
• Type Group 6:
Aircraft with MTOW above 140.000kg
e.g. A340, A310, B767, B787, A380, B777, B747, etc.
The specific types AOJ Camo can perform an ARC for, are limited to the aircraft listed in section 0.2.3
of this exposition and on AOJ Camo EASA Form 14.

5.3 List of subcontractors as per point CAMO.A.125(d)(3) Iss 4, Rev 0
02 Aug 2021
5.3 List of subcontractors as per point CAMO.A.125(d)(3)
The below list shows the companies subcontracted to perform a specific and limited number of
continuing airworthiness tasks. The scope of the subcontractor may vary and is in detail defined in the
contract. The scope generally can only be split into following modules in order to ensure the approved
procedures are followed as described in this exposition by the use of clear responsibilities.
5.3.1 Scope of work subcontracted

Engineering: These are all tasks performed by the AE according to this exposition, for all aircraft listed
by their registration in the table, except the preparation of AMPs;
AMP: This is the preparation of the AMP for the type listed in the table. This shall be handled carefully,
if only part of the engineering for aircraft of one type is subcontracted or if the aircraft of one type are
subcontracted to different facilities;
Airworthiness Controlling: These are all tasks performed by the ACo according to this exposition.
Airworthiness
Company Type Registrations Engineering AMP
Controlling
BizJet
BD100-1A10 OE-HRS Yes No Yes
Support
G200 OE-HOP Yes No Yes
C750 OE-HOH Yes No Yes
011QCM
EMB135 OE-IBK Yes No Yes
EMB135 OE-IRK Yes No Yes
5.3.2 Subcontractor Information

Company Address Contact Contract
BizJet Support
Building 302, Room 02-
Gerhard Dietmaier
105 Subcontract-Avcon Jet
+491711475700
BizJet Support Sonderflughafen AG - BizJet Support -
g.dietmaier@bizjet-
Oberpfaffenhofen Issue 2 rev 0
support.com
82230 Wessling,
Germany
Q.C.M CAMO Plus AG
Sandro Burkhart
Eichholzweg 20-24 Subcontract-Avcon Jet
QCM +41319604060
CH-3123 Belp AG - QCM- Issue 1 rev 0
[email protected]
Switzerland

5.4 List of contracted maintenance organisations and list of Iss 4, Rev 1
maintenance contracts as per point CAMO.A.300(a)(13) 21 Mar 2022
5.4 List of contracted maintenance organisations and list of maintenance contracts

as per point CAMO.A.300(a)(13)
Revisions of the following contracts are to be retained for at least 5 years following their
supersedence by newer revisions or termination.
Locatio Line Base

Facility AC Types Contact
ns
525
525A
525B
525C
Altenrhein 560
LSZR [email protected] x x
Aviation 560XL
EMB-505
EMB-550
G200
G280
525
525A
AAC LOWL [email protected] x x
525B
560XL
LJ45
LJ60
EDDN BD100-1A10
EDMO CL-600-2B16
Aero-Dienst [email protected] x x
LOWW BD700-1A10/11
LOWK F900
F2000
F7X
LOWL BD-100-1A10
AMX Support EGGW CL-600-2B16 [email protected] x
LFMN BD700-1A10/11
525
525A
525B
Atlas Air EDDW 525C
[email protected] x x
Service AAS EDWQ 560
560XL
EMB-505
EMB-550
LJ45
Bombardier
BD-100-1A10/11
Service [email protected]
EGKB CL-600-2B16 x x
Centre m
BD700-1A10/11
Bigging Hill
BD700-2A12

LJ45
Bombardier LJ60
Aviation BD-100-1A10/11 [email protected]
EDDB x x
Services CL-600-2B16
Berlin GmbH BD700-1A10/11
BD700-2A12
525
Cessna
525A
Düsseldorf
EDDL 525B
Citation
EDDS 525C [email protected] x x
Service
LKPR 560
Center
560XL
GmbH
750
BD-100-1A10
General
CL-600-2B16
Atomics
EDMO BD700-1A10/11 [email protected] x x
AeroTec
EMB-550
Systems
EMB-135BJ
G200
G280
Gulfstream
GIV [email protected]
Aerospace EGLF x x
GV
Ltd
GVI
GVII
BD100-1A10,
G200, EMB-135,
LFSB,
BD100-1A10,
LSGG,U
CL600-2B16,
UWW,
CL600-2B19,
VHHH,
Jet-Aviation F2000EX/LX, [email protected] x x
WSSS,
BD700, GV, GIV-X,
OMDB,
G650, A318,
KCPS,
C525A, C525B,
LOWW
C560, C560XL,
LJ45, C525C
BD-100-1A10
CL-600-2B16
BD700-1A10/11
JetPort
UUWW EMB-135BJ [email protected] x
Technics
GIV
GV
GVI
525
560XL
LJ45
AMC LJ60
EPMO [email protected] x x
Aviation BD-100-1A10
CL-600-2B16
BD700-1A10/11
G280

LJ60
BD-100-1A10
MNG Jet LTBA CL-600-2B16 [email protected] x x
BD700-1A10/11
EMB-135BJ
GVI
BD-100-1A10
BD700-1A10/11
Polar 750
EFHK [email protected] x x
Aviation F7X
F900
F2000
GV

5.5 Copy of contracts for subcontracted work (Appendix II to Iss 4, Rev 0
AMC1 CAMO.A.125(d)(3)) 02 Aug 2021
5.5 Copy of contracts for subcontracted work (Appendix II to AMC1
CAMO.A.125(d)(3))
Stored separately in electronic version on AOJ`s Server.
For details of subcontracts see 5.3.
Revisions of such contracts are to be retained for at least 5 years following their superdense by newer
revisions or termination.

5.6 List of approved maintenance programme as per point Iss 4, Rev 0
CAMO.A.300(a)(12) 02 Aug 2021
5.6 List of approved maintenance programme as per point CAMO.A.300(a)(12)
See Section 0.2.3

5.7 List of currently approved alternative means of compliance Iss 4, Rev 0
as per point CAMO.A.300(a)(14) 02 Aug 2021
5.7 List of currently approved alternative means of compliance as per point
CAMO.A.300(a)(14)
AltMoC # Title Affected Regulation Procedures affected

Persons reference
ACG LTH Alternatives SM, MSO CAMO.A.305(a)(5) CAME 0.3.5
No.77 Naweisverfahren CAMO.A.305(c) CAME 0.3.6
betreffend
Qualifikationen –
Safety Manager
CAMO

Part 6 CAMP Systems – Instructions for Use 6.1-1
6.1 Applicability and General Information Iss 4, Rev 0
02 Aug 2021
Part 6 CAMP Systems – Instructions for Use

6.1 Applicability and General Information
6.1.1 Applicability
This appendix is applicable to the use of CAMP systems as tracking programme. This applies to all
aircraft in section 0.2(c) of the CAME, which are tracked by the use of the software CAMP Systems. The
additional procedures in this appendix apply to all CAME processes, in which “tracking tool” generally,
or CAMP itself is mentioned in the CAME. This specifically applies to, but is not limited to sections 1.2,
1.3, 1.4, 1.6 and 1.10 of the CAME.
6.1.2 General
CAMP is an online software, which is used for the tracking of maintenance requirements. It is available
365 days, 24hrs under the URL http://www.campsystems.com. The application can be accessed by
each member of AOJ Camo via his workstation by the use of his internet browser.
CAMP maintains a "mirror" system with the capacity to completely recover all data. If the system fails,
users will be automatically transferred to the "back-up" system in two hours. CAMP guarantees that
the system may not be unavailable for over two consecutive hours.
The tracking of all Component requirements, inspection tasks, ADs, SBs, etc. in the software CAMP is
based on item codes. Whenever the word “task” is used in the further description of this appendix,
this may refer to any kind of tracked requirement.
6.1.3 IT Infrastructure and Data Security

The application is kept on three physically-separate servers.
The application server is based on the Windows 2003 server and on IIS. The application consists of an
ASP page server that controls the application’s visual presentation and DLLs, which contain the
program’s "code." The application server is accessible by internet on standard http ports (80 and 443
port).
The database server is based on Windows 2003 "Advanced Server" and "Oracle 9i business edition,"
and allows for the inputting of data on a transactional basis for the application. This server is protected
by a firewall with access restricted to application servers and reports (on a DMZ network).
The report server is a separate machine that is responsible for generating printable reports based on
requests from the application server. This server is similarly protected by a firewall with limited access
to the application server.

6.2 PROCEDURES Iss 4, Rev 0
02 Aug 2021
6.2 PROCEDURES
6.2.1 Initial Enrollment
a) New Aircraft
For all supported aircraft types, the software is set up with template aircraft, which do have item codes
for all tasks, life limited parts, manufacturer issued bulletins and applicable airworthiness directives,
applicable to any possible factory configuration of the “green aircraft”.
Based on the above described standard template and the additional aircraft specific task templates
(Template tasks for ICAs applicable to this aircraft by modifications or repairs, import of serialnumbers
for serialized components, etc.) an aircraft specific template is set up. This final set-up is made
accessible to AOJ Camo as soon as it is prepared inside the software. For identification purpose, this
template aircraft is already identified by the registration mark and serial number provided to CAMP
for the initial template setup.
It is the task of the dedicated AE to prepare the AMP. For this purpose he review all provided template
codes and decides item per item, if the template can be used. When the AE reviews the existing
templates, he may decide to take them over 1:1, to modify them, to delete them, or to create new
ones as required.
Whenever possible, the template tasks are taken over with smallest possible modifications to it, in
order to maintain the support for revisions (see section 1.2.2.(b) of this appendix). If a template is
wrong, CAMP may be contacted in order to revise the template itself. The revised template can be
taken over instead of the creation of a new task.
Tasks deviating significantly from any provided template of the software, or tasks created by the AE
specifically for one aircraft or operator, they marked with the suffix “u” (user task).
Only after the finished customization of the template Aircraft by the AE as part of the AMP
development (see section 1.2.2 of the appendix), the status can be seen as applicable to the specific
aircraft. Before this, the provided software basis is nothing more than a list of template tasks in a
software which is used by the AE during his AMP development.
After acceptance of the status by ACG together with the AMP, either by direct or by indirect approval
(as defined in CAME 1.2.(c).4, the status of the requirements in CAMP become part of the approved
AMP.
b) Used Aircraft
Used aircraft, tracked in different software before, are as well based on the standard template for the
aircraft type. In addition CAMP offers various interfaces to other tracking programmes in order to
import additional data, such as last compliance values. It is agreed on a case by case basis, if such
interface can be used. In the case of this kind of automatic import via this kind of interface is used, the
status after the import is considered as template only. The dedicated AE must verify all template tasks
and modify this import the same way as for new aircraft, but shall pay additional attention on the
compliance values imported.
6.2.2 Aircraft Maintenance programmes

As outlined in section 1.2.(b) of the CAME, the maintenance programme consists of a text file and of
reports generated from the tracking programme. The tasks as set up in the tracking programme
constitute an integral part of the maintenance programme. This part is controlled and approved
together with the textfile.

02 Aug 2021
All tasks used for the maintenance programme are created in CAMP by the dedicated AE, either by
taking over existing templates, by modifying those templates to match the intention of the AE or by
tasks created by the engineer himself, if no pre-defined template is suitable for the required task (e.g.
for national requirements, operator requirements, inspections resulting from modifications or repairs,
etc.).
a) Initial Maintenance Programme

For the initial maintenance programme applicable to a specific aircraft, the template aircraft is
reviewed any modified as described in section 1.2.1 of this appendix. Modified and additional tasks, or
excluded tasks require a manual action of the AE in the software. If a template task is used for the
maintenance programme without modification, no action in addition to this evaluation is applied to
the task.
For the acceptance by ACG as part of an AMP, “requirement reports” are printed from CAMP and
attached as integral part of the AMP document. Specific tasks, which require to be listed inside the
AMP separately to the major task list (e.g. CPCP, national requirements, LLC, operationally relevant
tasks, etc.) are grouped by the AE in “task groups”. This allows a requirement report with only these
tasks to be printed and referred to in the textfile. Any lists referred to in the textfile must be included
in the AMP document, specifically addressed and clearly identified in the textfile in order to define
which reports are a part of the AMP document.
In case a used aircraft, already tracked in CAMP is taken over from an other operator, the AE shall
review the status as part of his bridging check.
b) Revision of maintenance programme

For tasks requiring a revision based on (S)TC Holder data revisions, CAMP Systems supplies new
templates, which are created in an inactive mirrored database. This kind of revised templates is only
available, if the original task used by the AE was based on a template. Tasks modified significantly (if
modified significantly the task is marked with the suffix “u”) will not be supplied with a revised
template and the revision to the task must be done by the AE without the possibility to use a revised
template.
As soon as the AE is carrying out a revision of the approved maintenance programme (as defined in
CAME 1.2.(c).3, those revised templates can be used on the discretion of the AE. The information about
the availability of revised templates for the AE is given in form of a “requirement change form” issued
by CAMP. This is generally a list with all available template tasks to support the revision. On this form
the AE decides, if he uses the prepared template and advises the software support (“CAMP Analysts”)
to transfer the prepared templates into the active database. Revised templates are usually provided
by CAMP within 30 days from the publication date of a revision by the manufacturer (or earlier for
temporary revisions). This allows the AE to stay within the time limits according CAME 1.2 until the
revision is completed and sent for approval.
As there is currently no mirrored database available to the user for modifications, the revision, deletion
or creation of tasks, which are not available as template, must be done by the AE in the active database.
The AE shall therefore pay attention on a careful timing of this kind of changes. As well the selection
of templates used on the “requirement change form” shall be carefully timed with it`s activation.
Specifically a careful timing means that currently planned or carried out maintenance shall be avoided
to be effected. In case this is not possible, the ACo shall be advised by the AE in order to be able to
manually modify the planning to match the currently approved schedule, or the more restrictive
interval even though the status in CAMP may be modified with a timely offset to the approval date of

02 Aug 2021
the AMP. Whenever possible by CAME 1.2.(c).4, an indirect approval process is preferable as it is easier
to time the change to the day of approval.
c) Operator Specific Templates

All AE of AOJ Camo have got access to an empty aircraft of the type “Hangar” with the registration
mark “Avcon Jet”. Tasks not available as template from CAMP, but used on more then one aircraft (e.g.
national requirements, operational requirements such as aircraft weighing, etc.), can be created under
this aircraft. Camp software support (analysts) may be advised to copy the created template into an
aircraft`s database. This ensures as well that such tasks are not modified for a to long time on the active
aircraft until the approval of an amendment to the AMP is obtained.
d) Distribution of Maintenance Programme via CAMP

CAMP offers as an integrated tool of the software a section where active publications are linked. In
this section, e.g. TC holder`s manuals are linked. In addition the currently approved AMP can be added.
For this purpose the AE shall send any approved revision to the CAMP analyst. The Analyst links the
AMP as publication to all applicable aircraft. The AMP is then available to all users and assigned “service
center” and “Camo” organisations. All previously linked AMP documents remain in the history of this
section in order to allow full traceability.
6.2.3 Service bulletins and airworthiness directives

Applicable ADs and SBs are usually as well created as template by CAMP. During the weekly AD check
and the regular SB check (see CAME 1.4 and CAME 1.6), the AE checks if a template is already available
when the AE finds the SB/AD. If the template is already available, the AE shall check the template and
if applicable take it over as is or modify it. If the template is not available and the compliance time
allows, the AE may contact CAMP systems in regards to the template. If the compliance time is very
short, or if no template is available, the AE shall create the SB or AD by himself.
For ADs, the AE marks the successful implementation in CAMP (regardless if created manually or based
on a template) on the AD check record form as defined in CAME 1.4.(a). The implementation of SBs is
documented in the fleet and engineering folder as described in section 1.3.(b).1 of CAME.
6.2.4 Workorder issuing and update

a) Issuing of Workorders
The ACo is issuing and controlling Workorders and Workpackages in accordance with CAME 1.3.(b).(2).
According the referred section of the CAME, the content shall be defined by a report, created from the
maintenance tracking programme. In CAMP this specifically means that the scope is created in the
module “Work Orders”. Any task of the AMP as described in section 1.2.2 of this appendix, can be
assigned to this CAMP internal workorder, either by search in the status or directly from the due list.
Additional defects (e.g. Techlog entries, MEL Items, owner reported cabin issues, administrative tasks),
can be created in the section “Discrepancy”. Those discrepancies can as well be assigned directly to
the workorder. Some kind of discrepancies are mandatory to be created in CAMP. For details see
reliability process in section 1.10 of CAME. Other items, such as administrative items or on demand
items like aircraft wash may be created as discrepancy or may be listed manually on the workorder
cover sheet (see CAME 1.3.(b).2).

02 Aug 2021
b) Update of completed maintenance
Any task of the maintenance programme carried out as well as any created discrepancy being rectified
and any replacement of serialized parts tracked in CAMP shall be updated in CAMP within 30 days after
the release to service. The ACo ensures this by the use of the maintenance record checklist (Form
5.1.13), as outlined in CAME section 1.3.(b).2.
As additional information source to the updates performed, the ACo may elect to send a scancopy of
the workreports to the CAMP analyst with the request to link the taskcards and release documentation
to the relevant inspections, or to link the part certificates to the updated parts. This is not mandatory,
but it is usually done as it is very useful for reference.
In case of very high amount of data to be updated, CAMP offers their support in typing (e.g. to copy
the correct wording for discrepancy rectification) or in importing information via an interface with the
maintenance facility`s software. A specific example is the import of discrepancies from workorders in
AMOS, by the use of an excel export. In such cases the ACo shall perform a 100% check of this import
or typing work when completing the maintenance record checklist.This checklist includes all necessary
elements to be checked.

6.3 ACCESS RESTRICTIONS AND ADMINISTRATION Iss 4, Rev 0
02 Aug 2021
6.3 ACCESS RESTRICTIONS AND ADMINISTRATION
Every member of AOJ Camo has got a personal password protected access to the system with the
following access rights:
• PCA and deputies:
User account with full writing access to all aircraft or administrator account
• ACo:
User Account with full writing access, at least to the aircraft managed
• AE:
User Account with full writing access, at least to the aircraft type managed, including the
aircraft registration “AVCON JET” for task templates
• QM and QA:
At least read-only access to all aircraft
In addition, external partners may be assigned with their CAMP accounts directly to specific Avcon Jet
Aircraft, or an administrator may create a user for these partners under the AOJ CAMP Account:
• Subcontractor:
User Account with full writing access, limited to the aircraft subcontracted, or assigned access
as “service center” or as “Camo” to the subcontracted aircraft
• Contracted Maintenance Organisation:
Assignment as “service center” to the aircraft necessary. On a specific Aircraft, the organization
must at least be assigned during the preparation of work and during the duration of the
maintenance, in order to enable them to access important information, such as the aircraft
maintenance programme. The access may be revoked afterwards.
• CAMO Organizations contracted for Airworthiness Review:
As agreed with the organization. A user account with read only access for the time of the
review may be granted, or the organization is assigned as “Camo” or as “service center” for
the duration of the review. Alternatively the review may be carried out based on reports only.
• Other parties:
Other parties, such as but not limited to, consultants, owner representatives, maintenance
reserve programmes, autorithies, asset surveyors, etc. may be granted access. However, all
such parties shall be limted to read-only access with no possibilities to carry out any changes
or updates


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Part 0 General Organisation, safety policy and objectives 1

0.1 Safety policy, objectives and accountable manager Iss 4, Rev 0

i.a.w. EASA Part-CAMO, CAMO.A.300

© Avcon Jet AG, 2021. ALL RIGHTS RESERVED.

Continuing Airworthiness Management Exposition CAME

Part 0 General Organisation, safety policy and objectives .......................................................... 0.1-1

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

GRM: Markus Grafl

DOC: Christian Dollberger

Continuing Airworthiness Management Exposition CAME

Copy Recipient Via Address

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

Part 0 General Organisation, safety policy and objectives

Continuing Airworthiness Management Exposition CAME

b) Just Culture Policy

Continuing Airworthiness Management Exposition CAME

For and on behalf of AOJ:

0.1.2 Accountable Manager Statement

For and on behalf of Avcon Jet:

Continuing Airworthiness Management Exposition CAME

1) manage the continuing airworthiness of aircraft:

a. issue the related airworthiness review certificate and;

Continuing Airworthiness Management Exposition CAME

0.2.2 Relation with other organisations

c) Subsidiaries / mother company

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

Table 1 - Scope of Aircraft managed:

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Continuing Airworthiness Management Exposition CAME

0.3.1 Accountable Manager (AM)

The SRB is chaired by the AM.

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Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

Continuing Airworthiness Management Exposition CAME

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0.3.5 Safety Manager (SM)

• Manage and administrate the safety part of the management system;

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The MSO`s main tasks in support of the SM are to:

• Support technical hazard identification, risk assessment and management;

0.3.7 Not used

In case of absence exceeding one month, ACG shall be informed.

Continuing Airworthiness Management Exposition CAME

In case of absence exceeding 3 months, ACG shall be informed.

0.3.10 Airworthiness Controller (ACo)

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0.3.11 Continuing Airworthiness Coordination

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Continuing Airworthiness Management Exposition CAME