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General requirements to be met by a CAMO are facilities (offices and documentation storage), a Continuing Airworthiness Management Exposition (CAME) which must be approved by the competent authority of the country or EASA and company procedures (to comply with Part M requirements). A CAMO can also be the operator of the aircraft.
EU OPS is a European Union (EU) regulations specifying minimum safety and related procedures for commercial passenger and cargo fixed-wing aviation. The legislation is known officially as Council Regulation (EEC) No 3922/91 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation .
The FAA's FAQ on Part 21 stated that PMA quality systems would be evaluated for compliance by the FAA during certificate management activity after the compliance date of the rule. [23] Today, all FAA production approvals – whether for complete aircraft or for piece parts – rely on a common set of quality assurance system elements.
EASA established safety levels according to a risk hierarchy. For non-commercial operations, a set of rules were developed to achieve safety goals. EASA difference non-commercial operations between non-commercial operations other than complex aircraft (NCO) and non-commercial operations with complex motor-powered aircraft.
DO-178C, Software Considerations in Airborne Systems and Equipment Certification is the primary document by which the certification authorities such as FAA, EASA and Transport Canada approve all commercial software-based aerospace systems.
The European Aviation Safety Agency (EASA) requirement is defined in EU-OPS section 1.037. [2] The FAA defined FOQA in its Advisory Circular #120-82, dated April 12, 2004. The agency's Air Transportation Operations Inspector's Handbook (FAA Order 8400.10, August 9, 2006) details what a valid FOQA system contains. An excerpt from Volume 1 ...
EASA wrote a certification memoranda to require the use of DO-254 for all complex electronics within a system, stating that all equipment and CBA with a Design assurance classification of A, B, C or D should meet level D objectives for the equipment and CBA, regardless of the DAL of the system or aircraft function.
An important provision of this standard is that the airline has to write and maintain an Operations Manual with a structure that mirrors the structure of the standard. [1] JAR OPS has been replaced with EU OPS. The regulations concern Training, Documentation, Procedures and Compliances in the following categories Operator certification and ...