CAMO Risk review 2025/2026

Skilled Labour Shortage Global Supply Chain Health Regulator (UK CAA / EASA / 3rd Country NAA) Poor Communication between Maintenance, Flight Ops, Ground Ops Missed maintenance task / Poor Forecasting A/C introduction OEM/TCH Support Sub-Contractor Management & Control Inadequate Process & Procedures Unrecorded work MRO demand spike Poor Competence Assessment / Training Incorrect assessment of the airworthiness status of the aircraft Incorrect application of the MEL Incorrectly evaluated AD or SB Incorrect assessment of defect In-Adequate Defect Control / Task management Use of unapproved parts, leading to operation of unsafe aircraft Changes to Operations (Routes) Nominated Person(s) – qualification and competency Safety culture and ability to deliver positive change Unqualified staff working without appropriate supervision for consumables, rotables and major assemblies. Component Robbery Delay in application of OEM recommendations (SB, SIL, …) Roles and responsibilities between CAMO and groups not sufficiently defined Manpower Job Description / Competence Shifts / Handover New approvals (e.g. ETOPS, RVSM, etc) Contracted Activities Commercial Pressure Major Component Failure IT systems(access and tracking) Human Performance Limitation/Human Error Diverse Fleet Missing records Access to data Single Point dependencies within Airworthiness Speed of growth of organisation Technical incidents Modifications Use of erroneous / expired data Management of change Ageing Aircraft Cyber Security and the reliance on software Absence of a bilateral arrangement with EU Dependency on third party providers, unregulated within the Civil Aviation Authority, Introduction of Part ML and Part CAO creating significant confusion between the owner/operator and CAMO Contracted P145 AMO’s inadequate root cause analysis of findings impacting how findings can be closed / Lack of SMS in Part AMO’s working to different regulatory standards Inconsistent / inadequate CAA oversight Alternative Regulatory requirements for nominated persons not being considered outside of a degree or license.

Skilled Labour shortage Global Supply chain health OEM/TCH Support Poor Communication between Maintenance, Flight Ops, Ground Ops Unrecorded work MRO demand spike A/C introduction Missed maintenance task / Poor Forecasting Incorrectly evaluated AD or SB Sub-Contractor Management & Control Poor Competence Assessment / Training Incorrect assessment of defect In-Adequate Defect Control / Task management Inadequate Process & Procedures Unqualified staff working without appropriate supervision Incorrect assessment of the airworthiness status of the aircraft Use of unapproved parts, leading to operation of unsafe aircraft Changes to Operations (Routes) Regulator (UK CAA / EASA / 3rd Country NAA Roles and responsibilities between CAMO and groups not sufficiently defined Incorrect application of the MEL Nominated Person(s) – qualification and competency Safety culture and ability to deliver positive change Manpower Job Description / Competence New approvals (e.g. ETOPS, RVSM etc)

Deferred Defects Management Maintenance Findings & Recurring Issues Maintenance Schedule Compliance Technical Incidents Maintenance Errors Airworthiness Directives (AD) Compliance Communication & Coordination Efficiency Component Reliability Analysis Maintenance Program Efficiency Parts Supply Chain Compliance Fleet Availability Rate Occurrence Reporting (Internal & External) Scheduled Maintenance Workload Balance

Foreign Objective Debris specifically post maintenance Incomplete Maintenance Life limited parts/component management Incorrect MEL application Incomplete logbooks ADD items not being carried out correctly Incorrect maintenance actions by engineers Incorrect release of aircraft Maintenance Errors Maintenance Overruns Unrecord works