SUMMARY REPORT OF THE AUDIT OF THE CAMEROON CIVIL AVIATION AUTHORITY

ICAO Universal Safety Oversight Audit Programme SUMMARY REPORT OF THE AUDIT OF THE CAMEROON CIVIL AVIATION AUTHORITY (Yaoundé and Douala, 27 November to 4 December 2000) INTERNATIONAL CIVIL AVIATION ORGANIZATION

ICAO UNIVERSAL SAFETY OVERSIGHT AUDIT PROGRAMME Summary Audit Report on the Safety Oversight Audit Mission to Cameroon (Yaoundé and Douala, 27 November to 4 December 2000) 1. BACKGROUND 1.1 The Cameroon Civil Aviation Authority (CCAA) was initially assessed under the voluntary ICAO Safety Oversight Assessment Programme from 31 March to 4 April 1997 by an ICAO assessment team. This audit was carried out from 27 November to 4 December 2000 pursuant to Assembly Resolution A32-11 and in accordance with the updated Memorandum of Understanding (MOU) agreed on 9 June 2000 between Cameroon and ICAO. The objectives of this audit were twofold. Primarily, its objective was to fulfill the mandate given to ICAO pursuant to the above-mentioned Assembly Resolution. Secondly, the audit was conducted with the objective of ascertaining the progress made in the implementation of the recommendations forwarded during the voluntary assessment conducted in 1997 and to re-ascertain the safety oversight capability of the CCAA. The audit also aimed to ensure that Cameroon is in conformity with ICAO Standards and Recommended Practices (SARPs) as contained in Annexes 1, 6 and 8 to the Convention on International Civil Aviation (Chicago Convention), associated guidance material and good aeronautical practices. 1.2 On 13 February 2001, Cameroon submitted an action plan responding to the findings and recommendations made during the safety oversight audit mission. The action plan presented by Cameroon was considered fully satisfactory by ICAO. On 31 July 2001, Cameroon submitted an update on their action plan. The comments and clarifications provided were, as appropriate, taken into consideration in the preparation of this summary audit report. 2. CIVIL AVIATION ACTIVITIES IN CAMEROON At the time of the audit, the civil aviation activities in Cameroon included: a) number of technical staff employed by the administration at Headquarters 16 b) total number of active pilot licences 80 c) total number of flight crew member licences other than pilot licences 5 d) number of commercial air transport operators 7 e) number of air operator certificates (AOCs) issued 4 f) number of aircraft registered in Cameroon 38 g) number of certificates of airworthiness issued 38 h) number of aircraft maintenance workshops 7 i) number of airworthiness inspectors 1 3. SUMMARY OF FINDINGS

- 2-3.1 General statement 3.1.1 Cameroon s civil aviation legislation is contained in Act No. 98/023 of 24 December 1998, concerning the civil aviation system, Act No. 63-LF-35 of 5 November 1963 concerning the Civil Aviation Code and various decrees, orders and instructions. Despite recent efforts to update and promulgate regulations at different levels, the existing texts do not cover all the provisions of the Annexes to the Chicago Convention dealing with the audit fields. Because of the overlap of some of these provisions resulting from the updating and amendment of the regulatory texts, there is a need for a thorough review of the regulatory system in order to eliminate redundancies and also to determine the appropriate level of implementation of the texts to be adopted (decrees, orders and instructions) for the various regulations relevant to personnel licensing, operations and airworthiness of aircraft. 3.1.2 The Cameroon Civil Aviation Authority (CCAA), was recently created by the Government of Cameroon to replace the Directorate of Civil Aviation as the body responsible for administering and managing civil aviation. It is a legally constituted and financially independent public body. Its recently established organizational structure is incomplete and does not include an airworthiness department or an inspection organization. The functions and tasks of the different departments have not yet been clearly defined, and there are no procedures established and validated by the Director General for standardizing the routine certification and oversight tasks assigned to the officers of the different departments. Furthermore, the CCAA does not presently have a sufficient technical level of expertise or the human and material resources to properly discharge its duties. 3.1.3 Cameroon has established regulations governing personnel licensing and training but these have not been systematically updated and do not contain recent amendments to Annex 1 of the Chicago Convention. There are no regulatory provisions corresponding to Chapters 4 and 6 of Annex 1. Under the CCAA s recent reorganization, the licensing department reports to the Directorate of Air Navigation s Sub-Directorate for Operational Standards, but the CCAA has not established a description of tasks for issuing and renewing licences. In addition, medical practitioners have been designated to assess the medical fitness of flight personnel, although the CCAA has not established criteria for their designation or a system for their supervision and control. 3.1.4 With respect to the operation of aircraft, Act No. 98/023 of 24 December 1998 concerning the civil aviation system contains the main modalities and requires prior approval of all public transport activities. However, despite the recent publication of regulatory texts, often in the form of ministerial instructions, Cameroon s technical regulations do not contain many of the provisions of Annex 6. Moreover, the CCAA has not established a structured system for air operator certification and supervision, as provided for in Annex 6. 3.1.5 Cameroon has not developed a regulatory framework to ensure that the essential functions of an airworthiness inspection organization are established. There is no department within the CCAA dedicated to airworthiness activities and no procedures have been established dealing with the certification and approval of air operators (airworthiness aspects) and the certification and supervision of aircraft maintenance organizations. The monitoring of airworthiness activities has been delegated to a private French company, Bureau Véritas, but there is no system to control or oversee the delegated tasks. The CCAA has not implemented a system for ongoing inspections and supervision of operators and maintenance organizations.

- 3-3.2 Primary aviation legislation and civil aviation regulations in Cameroon 3.2.1 Abstract of findings 3.2.1.1 Act No. 98/023 of 24 December 1998 and the Civil Aviation Code are the primary legislation promulgated by Cameroon containing provisions governing the different fields and activities related to civil aviation. 3.2.1.2 The audit fields are mainly covered by the provisions of the Civil Aviation Code and other implementation texts at different levels (decrees, orders and instructions). The regulatory system established by Cameroon is still in a developmental stage and the amendments to the provisions of Annexes 1, 6 and 8 to the Chicago Convention have not been fully and systematically implemented. 3.2.1.3 The CCAA has recently begun updating its regulatory system by implementing through texts at different levels most of the provisions of the Chicago Convention and the Annexes thereto, primarily Annexes 1, 6 and 8. It has not, however, systematically notified to ICAO the differences between the implementation of Cameroon s regulations and the provisions of the Annexes, mainly cases of non-implementation of certain Standards. In addition, some provisions of the Annexes have only been implemented by ministerial instructions and need to be upgraded to the level of orders or even decrees (for example, the manuals on the use and transport of dangerous goods). 3.2.2 Corrective action plan proposed/implemented by Cameroon 3.2.2.1 Cameroon indicated in its action plan that a study of the various existing regulatory texts followed by harmonization should lead to the repeal of the decrees in force and their replacement by a new text by 31 May 2001. A new Act concerning the Civil Aviation Code is expected to be promulgated by January 2003. Pending the new regulations, a circular will be prepared by the end of July 2001 as an interim arrangement asking operators to comply with the ICAO Annexes. 3.2.2.2 In addition, a revision process for Cameroon s regulatory texts related to the amendments to the Annexes to the Chicago Convention will be introduced before the end of July 2001 and the differences notified to ICAO and published in the AIP by the end of January 2002. 3.2.2.3 With respect to Article 83 bis of the Chicago Convention, Cameroon indicated that it should be ratified by 30 April 2002 and that new regulations and procedures would be implemented by 30 April 2002. On 31 July 2001, Cameroon sent an update to the action plan indicating that it has now ratified Article 83 bis. 3.3 Organization of civil aviation in Cameroon 3.3.1 Abstract of findings 3.3.1.1 The Act stipulates that the administration and management of civil aviation are performed by a civil aviation authority called the Cameroon Civil Aviation Authority (CCAA), a legally constituted and financially independent public body. The organization and operation of the CCAA are the subject of a decree promulgated in application of Article 16 of the above-mentioned Act. The decree stipulates that the CCAA is administered by two bodies: the Board and the Directorate General.

- 4-3.3.1.2 In addition to external departments, the CCAA comprises three directorates: the Directorate of Administrative and Financial Affairs, the Directorate of Air Navigation and the Directorate of Air Transport. Each directorate is divided into two Sub-Directorates. Safety oversight matters come within the terms of reference of the Sub-Directorate for Operational Standards, which includes three departments: the Department of Licensing and Aeronautical Personnel, the Department of Aircraft Operations and the Department of Air Bases. There is no operator inspection organization reporting to the Director General, nor a department dedicated to airworthiness functions, which are currently performed by the Department of Aircraft Operations. 3.3.1.3 The CCAA does not have the technical level of expertise necessary to manage, assist, certificate and supervise the activities of Cameroon s aviation users. In addition, the technical staff of twelve persons do not have sufficient material resources to discharge their duties. 3.3.1.4 The CCAA has a central library. However, this library does not contain all relevant ICAO documentation and technical publications are not available. In addition, no procedure has been put in place to ensure that up-to-date documents are available to technical personnel. 3.3.2 Corrective action plan proposed/implemented by Cameroon 3.3.2.1 With regard to the CCAA s organizational structure, Cameroon s action plan indicated that decrees concerning the organization of the Ministry of Transport and revising the decree concerning the CCAA s structure had been submitted to the highest authority of the State. Furthermore, job descriptions within the CCAA should be prepared by the end of July 2001 and specifications for the delegation of authority implemented by the end of 2001. A secondment process for officers of the Ministry of Transport is to be expedited and a policy for recruiting personnel developed, although an implementation date was not given. 3.3.2.2 The CCAA indicated that a training programme and individual training files for all technical staff should be established by the end of September 2001. Additional support staff should be recruited by the end of February 2002 and a technical library established by the end of March 2002, to be operational by the end of July 2002. 3.3.2.3 Cameroon s action plan indicated that the CCAA s organizational structure would be revised to include a unit responsible for aviation safety and another unit responsible for operator inspections. However, the action plan does not give an implementation date for the new structure. With regard to the development of procedures manuals, three manuals are to be prepared for licensing, operations and airworthiness by the end of June 2002. An internal quality control system will be developed by the end of 2001. On 31 July 2001, Cameroon sent an update to the action plan indicating that the CCAA s organizational structure has now been amended to include an operator inspection organization with departments dedicated for airworthiness, personnel licensing and operations functions. Furthermore, procedures manuals for operations and airworthiness have now been revised and approved by the Director General. 3.3.2.4 As to material resources, Cameroon s action plan provided for the establishment of a budget before the end of June 2001 which will allow it to perform its tasks once it obtains the budget, by the end of October 2001 at the latest.

- 5-3.4 Personnel licensing and training in Cameroon 3.4.1 Abstract of findings 3.4.1.1 Cameroon has developed and promulgated legislation and regulations to implement the provisions of Annex 1 to the Chicago Convention and associated documents. However, the regulations developed by the CCAA dealing with personnel licensing have not been regularly amended to incorporate the amendments to Annex 1. Thus, the senior commercial pilot licence, discontinued under Amendment 159, remains on the list of licences issued by Cameroon and the validity periods for the airline transport and commercial pilot licences aeroplane and helicopter are set at six months, irrespective of the pilot s age, which is contrary to the provisions of Standard 1.2.5 of Annex 1. In addition, there are no regulatory provisions covering Chapters 4 and 6 of Annex 1. Moreover, the physical specifications of the licences are not in compliance with the requirements in Chapter 5 of Annex 1. 3.4.1.2 There are no regulatory provisions defining the criteria for the designation of medical examiners or the conditions for approving aviation medicine assessment centres. A military aviation medicine assessment centre and a doctor s office have been approved and the practising doctors have been designated by an order of the Ministry of Transport to carry out examinations of flight personnel. However, no system has been put in place for monitoring and supervising these medical examiners. 3.4.1.3 The Department of Licensing is in the Sub-Directorate for Operational Standards of the Directorate of Air Navigation. Two persons (an engineer and a technician) assigned to this department are responsible for operations related to aeronautical personnel licensing. The Department of Licensing staff lack material resources (information technology, office automation and office supplies) and do not have a technical library. The relevant ICAO documentation is updated personally. Since airline transport pilot and flight engineer licences have not been stocked, the Department of Licensing does not have a supply of these licences any more. 3.4.1.4 No training programme (initial or recurrent) has been established for the Department of Licensing staff, except for occasional participation in ICAO seminars, and there are no files containing terms of reference and information on the training attended. 3.4.1.5 The system for keeping and archiving flight personnel licensing files does not allow for proper security and confidentiality of such documents as the licensing files are stored in drawers with no locking system. Part of their contents are housed in a wooden cabinet. At the aviation medicine assessment centre, reports of medical assessments are stored together in a drawer in the secretary s office of the Chief Medical Officer, where they are accessible to anyone in the secretary s office. The secretary s office premises are also not protected against theft and fire. 3.4.1.6 The following Annex 1 licences are provided for by Cameroon regulations: a) private glider pilot licence; b) private pilot licence helicopter; c) commercial pilot licence aeroplane; d) commercial pilot licence helicopter; e) airline transport pilot licence aeroplane; f) airline transport pilot licence helicopter; g) flight navigator licence; and h) flight engineer licence.

- 6-3.4.1.7 Since there has been a delay in implementing the provisions of Annex 1 in Cameroon s regulations, the basic glider pilot licence, private pilot licence aeroplane, and senior commercial pilot licence aeroplane remain on the list of licences issued by Cameroon. The ratings required for flight crew members in Cameroon are the aircraft type rating, instrument rating, instructor rating and radiotelephony rating. 3.4.1.8 The CCAA has not developed regulatory provisions nor established procedures for validating foreign licences in compliance with Standard 1.2.2 of Annex 1. A draft set of licensing procedures were developed during the preparation for the ICAO audit but they do not cover all the activities related to licensing and have not yet been validated by the Director General of the CCAA. 3.4.1.9 There are no training centres for aeronautical personnel in Cameroon. Aeronautical personnel receive their basic or periodic training at foreign training centres. The CCAA has not developed provisions nor procedures to enable it to oversee training at foreign training centres, the approval of simulators, the evaluation of teaching aids and the designation of instructors used. 3.4.2 Corrective action plan proposed/implemented by Cameroon 3.4.2.1 With regard to its regulations, Cameroon s action plan provided for the development of texts concerning licensing by the end of June 2001, with submission for approval and signature by the Minister of Transport planned by the end of 2001. This would include texts covering the physical characteristics of the licences issued, to be established by the end of September 2001. All new provisions are expected to be published in Cameroon s AIP by the end of January 2002. The duties and responsibilities of the Department of Licensing staff should be defined by the end of September 2001 and the related procedures established by the end of June 2002 at the latest. 3.4.2.2 The action plan also indicated the development of an order concerning medical fitness requirements, which is to be approved and signed by the Minister of Transport by the end of 2001, and the implementation of procedures for submitting medical assessment reports of aeronautical personnel to the chief medical officer of the aviation medicine assessment centre by the end of March 2001. Initially, decrees concerning the creation of aviation medicine assessment centres and the designation of aviation doctors will be promulgated by the end of 2001 and existing centres and doctors will be reappraised by the end of October 2002. A supervision system for the centres and doctors will be put in place by the end of August 2002. 3.4.2.3 With regard to the security and confidentiality of the licensing files, the CCAA indicated that a memorandum forbidding all unauthorized persons access to the premises housing the files will be drawn up by the end of June 2002, and that storage units and a safe will be installed by the end of 2002. In addition, an archiving system for medical assessment reports will be installed by the end of September 2001 and files of doctors who are no longer approved will be removed by the end of 2002. 3.4.2.4 The action plan indicated that a system and procedure for organizing theoretical and practical examinations will be developed by the end of 2002. Furthermore, operations and airworthiness inspectors will be designated by the Director General for the approval of training programmes for the crews, flight simulators and teaching aids used for that purpose by the end of November 2001.

- 7-3.5 Certification and supervision of aircraft operations in Cameroon 3.5.1 Abstract of findings 3.5.1.1 The requirements for operation of aircraft and certification of operators in Cameroon are contained in a set of texts at different levels: acts, decrees, orders, instructions and circulars. 3.5.1.2 These various texts do not cover all the provisions of Annex 6. For example, with respect to operation of aircraft, there are no requirements concerning preparation and performance of flights, aircraft performance limits, equipment and instruments. Moreover, there are no required fuel loads, nor provisions requiring specific on-board equipment such as a ground proximity warning system (GPWS), nor any obligation for operators and crew to perform flight performance checks for the safe conduct of flights. 3.5.1.3 Cameroon s civil aviation regulations do not require operators to establish an accident prevention programme in compliance with Standard 3.7 of Annex 6, Part I. In addition, the CCAA has not established a maximum threshold beyond which a twin-engined aeroplane must obtain specific approval to operate on a route where the flying time at cruising speed on one engine to an alternate aerodrome exceeds this threshold (ETOPS). Furthermore, the requirements for the transport of dangerous goods by air have been implemented by means of ministerial instructions which does not give them the appropriate regulatory status required in this field. 3.5.1.4 The provisions of Chapter 9 of Annex 6, Part I relating to the qualifications and maintenance of competency of flight crews have not been implemented in Cameroon s regulations. The CCAA does supervise operators in the area of proficiency checks for flight crews. These checks are performed by instructors who report to the operators, and who are not designated by the CCAA for this purpose. The maintenance of competency of the flight crews of the national carrier is assumed by a European company whose programmes are not approved by the CCAA, nor are the instructors responsible for this training designated by the CCAA. Concerning cabin crew, the provisions in Chapter 12 of Annex 6, Part I, relating to the duties to be performed by cabin crew, have not been implemented in the regulations governing civil aviation in Cameroon and no training is required or approved. The different provisions of Annex 6 relating to human factors, particularly those applicable to the design of manuals, checklists and flight personnel training, are not reflected in Cameroon s regulations. 3.5.1.5 The civil aviation regulations do not contain provisions dealing with the duties of the flight operations officer establishing the working conditions, training, role and the responsibilities and duties assigned to flight operations officers in operational planning and flight preparation. 3.5.1.6 There is no requirement to carry a GPWS in compliance with the provisions of Annex 6, Part I, paragraph 6.15 and the methods for determining operational minima do not have to be approved by the CCAA. The civil aviation regulations do not make it possible to prevent controlled flight into terrain (CFIT) which is of note since the terrain in the vicinity of Cameroon s airports is known to be very hilly. 3.5.1.7 The CCAA has not established any regulations, procedures or a technical framework for the lease of aircraft in order to establish the responsibilities of the State and its operators in the areas of personnel licensing, operations and airworthiness of aircraft. 3.5.1.8 Considering the current level of air transport activity in Cameroon, and in view of the tasks to be undertaken by the body responsible for the operation of aircraft and the level of competency required to

- 8 - carry out the inspection and supervision of certificated operators, the CCAA does not have sufficient human resources to conduct the tasks of operator certification. The CCAA does not have qualified staff with expertise in the tasks required for the supervision, assistance and certification of operators, nor does it have the resources for the certification of operators, approval of their manuals and conduct of the necessary inspections for the issuance of all the air operator certificates as provided for in Annex 6. Moreover, the CCAA does not have check pilots for flight operations with the appropriate qualifications for the aircraft used by the operators certificated by them. 3.5.1.9 The supervision of CCAA-authorized operators is carried out by means of a few visits made when renewing air operator certificates. There is no specific organization responsible for supervising operators nor are there any personnel qualified to perform the tasks. The visits to the operators are not sufficiently formalized to be considered safety oversight inspections. 3.5.1.10 There is no department officially responsible for planning inspections and follow-ups and no structured system of inspections has been established. However, a list of persons authorized to perform such checks has been established. Under the existing provisions, it is not possible to delineate the authority of designated inspectors or the required qualifications for operations technical control personnel, and designated inspectors are not issued distinctive badges allowing unrestricted access to the installations they must inspect, nor procedural guidelines to deal with shortcomings identified. 3.5.1.11 Procedures to be used by designated inspectors have not been established, nor have inspection schedules for individual operators which outline the items to be regularly inspected, regular and random inspections and their frequency. 3.5.2 Corrective action plan proposed/implemented by Cameroon 3.5.2.1 With regard to the regulations, Cameroon s action plan provided for the development of texts related to the operation of aircraft by the end of June 2001 at the latest and submission to the Minister of Transport for approval and signing by the end of July 2001. The texts will include the requirement for the development of an accident prevention programme. By the same date, an order dealing with the transport of dangerous goods will be promulgated. A regulatory framework and the procedures applicable to the lease of aircraft will also be developed by that date. Regulations for the consideration of human factors in the operation of aircraft are expected to be promulgated by the end of 2001. 3.5.2.2 As to the implementation of an operator certification system, procedures will be established by the end of July 2001 and staff recruited and trained to allow for the implementation of a certification programme for previously authorized operators by the end of November 2001, to start the exercise by the end of March 2002. A system for operator supervision will be developed by the same dates. 3.5.2.3 The action plan also provided for the development of regulations and procedures for authorizing specific operations (ETOPS, precision approach, RVSM, etc.), to be implemented by the end of September 2001. An ETOPS threshold will be defined by 30 June 2001 and an ETOPS certification system for the national carrier will be implemented by the end of September 2001. 3.5.2.4 Concerning a national system for preventing controlled flight into terrain (CFIT), Cameroon s action plan provided for its implementation by the end of March 2002. A follow-up system for the maintenance of competency of flight personnel is scheduled for gradual implementation by 15 March 2002. Working conditions and the role of flight operations officers will be defined by the end of June 2001. Procedures for

- 9 - approving training programmes for cabin crew members will be approved by the CCAA s Director General by 15 January 2002. 3.5.2.5 The action plan provided for the development of criteria for designating and qualifying check pilots for flight operations and for their approval by the end of 2001. 3.6 Airworthiness of aircraft in Cameroon 3.6.1 Abstract of findings 3.6.1.1 Cameroon has adopted the airworthiness codes developed by the U.S. Federal Aviation Administration (FAA) and the Joint Aviation Authorities (JAA). However, different regulations must be used simultaneously for the complete certification of certain aircraft and their major components. 3.6.1.2 A decree establishes Cameroon s airworthiness requirements for aircraft and provides for the creation of competent departments within the civil aviation administration and the possibility of delegating airworthiness tasks to an approved organization. The monitoring of airworthiness has been delegated to the French company Bureau Véritas. Despite the list of regulations adopted by Cameroon, some aspects have not been covered by the regulations and procedures, specifically: a) the registration register is not kept in compliance with the relevant decree; b) adoption of the airworthiness code refers to two codes instead of a single, primary authority for aircraft certification; c) absence of procedures for certificating operators and approving maintenance organizations; d) absence of a regulatory framework for return to service of aircraft and procedures for authorization of personnel; e) absence of inspection procedures for the maintenance activities of operators and maintenance workshops; f) absence of Cameroonian regulations dealing with noise certification; and g) absence of Cameroonian regulations and procedures dealing with accident/incident investigation. 3.6.1.3 The CCAA has not established regulations and procedures dealing with the qualification of maintenance personnel authorized to declare an aircraft fit for return to service. Such declarations are made by personnel designated by the operators. Approvals of major aircraft modifications and repairs are also done by the operator, who calls upon different specialists and the expertise of Bureau Véritas. In addition, Instruction No.1198/MINT/DAC of 24 November 1999 does not cover all the provisions of Annex 6, Part I, paragraph 8.3, relating to human factors and structural integrity programme requirements in the design of

- 10 - the maintenance programme, as contained in paragraph 11.3. Although Cameroon s regulatory provisions require operators to service their aircraft in an approved maintenance workshop, the CCAA has not established a system or procedures for certification/approval and supervision of maintenance organizations (approved workshops). 3.6.1.4 Within the CCAA, there is no department dedicated to airworthiness activities, and these fall under the responsibility of the Department of Aircraft Operations. Cameroon has not developed a regulatory framework to ensure that the essential functions of an airworthiness inspection organization are established. In addition, the CCAA has not established procedures dealing with the certification and approval of air operators (airworthiness aspects) and the approval and regular inspection of the maintenance system of aircraft maintenance organizations. 3.6.1.5 Because of the geographical distance between the operators base at Douala and the CCAA departments responsible for operator certification, particularly the airworthiness inspectors whose premises are in Yaoundé, the CCAA is not able to undertake efficient supervision. The activities of the operators and the duties of airworthiness inspection are therefore often carried out by the Bureau Véritas expert who is also based in Douala. Moreover, the CCAA has not developed any documentation precisely defining the tasks and responsibilities of the personnel responsible for airworthiness, and no procedure has been established to ensure that the documentation is made available to the technical staff, who also do not have the necessary office automation and information technology resources. 3.6.1.6 Cameroon has adopted an Order delegating to Bureau Véritas the task of monitoring the airworthiness of Cameroon-registered aircraft. However, the CCAA has not instituted a control system to oversee the tasks delegated to this organization. Bureau Véritas also performs certain tasks on behalf of the CCAA which have not been provided for in the specifications, notably the supervision of maintenance workshops, the approval of modifications and repairs, and the issuance of flight permits. 3.6.1.7 The CCAA employs three inspectors to perform airworthiness duties, while Bureau Véritas employs an aviation engineer based in Douala, where the national regulations, ICAO Annexes, FAA and JAA regulations, technical documentation of Bureau Véritas and the relevant airworthiness directives and service bulletins are available. Aircraft files are well kept by both the CCAA and Bureau Véritas. 3.6.1.8 The CCAA has not implemented a system for ongoing inspections and supervision of operators and maintenance organizations. Inspections take the form of visits to operators under an ad hoc administrative task order and periodic audits carried out by Bureau Véritas accompanied by CCAA inspectors. Shortcomings identified are not systematically followed up, and operators are not subject to correction deadlines. The audit team was not provided with a copy of an inspection mission report. 3.6.1.9 While visiting the premises of Bureau Véritas, the team noted that in the absence of procedures specifically developed by the CCAA, Cameroon in fact authorizes Bureau Véritas to perform delegated functions using its own procedures. However, the working procedures and methods used have not been adopted, assessed or approved by the CCAA to ensure that they meet the requirements of Annex 6 (Chapters 8 and 11). In addition, the CCAA has not established a control system to oversee the tasks delegated to Bureau Véritas. 3.6.2 Corrective action plan proposed/implemented by Cameroon 3.6.2.1 Cameroon s action plan provided for an order dealing with airworthiness requirements to

- 11 - be developed and submitted for approval to the Minister of Transport by the end of 2001. In addition, a text concerning noise certification in compliance with the provisions of Annex 16 is expected to be approved by the CCAA s Director General by 15 January 2002. 3.6.2.2 With regard to overseeing activities delegated to Bureau Véritas, the action plan indicated that new regulatory texts will be developed and control procedures implemented by the end of May 2002. Specifications related to the contract signed between the Cameroonian State and Bureau Véritas will be amended by 31 March 2002. 3.6.2.3 With regard to maintenance, the action plan provided for the definition of a regulatory framework for approving maintenance organizations and stated that the maintenance specifications manual, as defined in Instruction No. 00781/MINT/DAC of 27 August 1999, corresponds to the maintenance procedures manual defined in Annex 6. The action plan also indicated that the criteria for training and qualification of personnel authorised to declare an aircraft fit for return to service will be approved by 15 January 2002. Moreover, a procedures manual will be drafted to cover the certification and supervision of air operators (maintenance aspects) and issued to inspectors by 15 July 2002. 3.6.2.4 As to the requirement for storing documents related to the maintenance control manual, the action plan indicated that it had been included in Chapter 8 of the Order addressing the use of aeroplanes for commercial air transport, along with the order addressing aging aircraft. 3.6.2.5 For accident/incident investigation, Cameroon indicated in its action plan that three investigators would be trained by 30 April 2002 and that a decree addressing the investigation organization would be drawn up by the same date. 3.6.2.6 The means to access the necessary documentation for inspectors, particularly airworthiness directives, will be given to them by the end of 2001. Airworthiness inspectors will also receive training, and training schedules will be developed by the end of January 2002. Finally, a new decree dealing with the aircraft register and the related procedures will be submitted for approval to the Minister of Transport and the Director General of the CCAA by the end of 2001. 4. COMMENTS As indicated above, Cameroon submitted an action plan on 13 February 2001, in response to the findings and recommendations made during the safety oversight audit mission. An effort has been made in this report to reflect the action plan presented by Cameroon, as well as the observations and feedback following the interim report sent on 10 January 2001. On 31 July 2001, Cameroon submitted an update on their action plan. The CCAA is encouraged to keep ICAO regularly informed with regard to the implementation of the proposed action plan and the progress made in accordance with the schedule established. 5. STATUS OF IMPLEMENTATION AND DIFFERENCES FROM THE ICAO SARPs Although Cameroon was provided with a pre-audit questionnaire to assist it in identifying differences between its national regulations and ICAO SARPs and/or SARPs not implemented, a list of such differences was not submitted to the audit team. As such, the list of differences may not be exhaustive, and

- 12 - Cameroon is urged to conduct a thorough review of its national legislation and regulations and to notify ICAO of any further differences as required under Article 38 of the Chicago Convention. The differences identified during the audit are included in Appendices A and B of this summary report and the differences with respect to the Standards will be included in the Supplement to the Annex concerned, in accordance with Article 17 of the MOU signed between Cameroon and ICAO.

APPENDIX A STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCES FROM THE ICAO STANDARDS (ANNEX 1 PERSONNEL LICENSING) ICAO Standard reference Cameroon regulation reference Differences between the national regulations of Cameroon and ICAO Standards 1.2.2 Not implemented. 1.2.5.2 The commercial pilot licence aeroplane, the airline transport pilot licence and the commercial pilot licence helicopter are valid for six months. 1.2.5.2.3 Not implemented. 1.2.7 Not implemented. 2.1.10 Not implemented. 2.5.1.3 The total number of hours of flight time required for the airline transport pilot licence is 1 200. 2.9.1.3 The total number of hours of flight time required for the airline transport pilot licence is 1 200. Chapter 4 5.1.1 Article 2a) of Order No. 914/MINT/ AERO of 10/10/75 5.1.3 Article 2b) of Order No. 914/MINT/ AERO of 10/10/75 Chapter 6 Not implemented. The list of information that should appear on the licences does not include the holder s date of birth. However, the date of birth appears on the licences prepared, but there is no mention of the relevant Roman numeral. The colour of the commercial pilot licence aeroplane is dark blue. Not implemented.

APPENDIX B STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCES FROM THE ICAO RECOMMENDED PRACTICES (ANNEX 1 PERSONNEL LICENSING) Note: The Chicago Convention requires that a Contracting State file differences existing between its regulations and the ICAO Annex Standards. However, due to the specific mandate given to ICAO for the implementation of the ICAO Universal Safety Oversight Audit Programme, it is necessary to include differences existing between the national regulations and the ICAO Annex Recommended Practices, including Annex definitions, to encourage implementation and for inclusion in the summary report. Differences with regard to the Annex Recommended Practices will be included in the Supplement to the relevant Annex if they should remain unimplemented by the time the final report is published. Recommended Practice reference Cameroon regulation reference Differences between the national regulations of Cameroon and ICAO Recommended Practices 1.2.4.4.2 Not implemented. 1.2.7.3 Not implemented. 2.1.10.2 Not implemented. END