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The continuation training may be combined with the phase 2 training in a class-room or at distance.
The continuing training should be updated when new instructions are issued which are related to the material, tools, documentation and manufacturer’s or competent authority’s directives.
E) Guidelines for preparing the content of Phase 2 courses.
The following guidelines should be taken into consideration when the phase 2 training programme are being established:
a)  understanding of the background and the concept of fuel tank safety,
b)  how the mechanics can recognise, interpret and handle the improvements in the instructions for continuing airworthiness that have been made or are being made regarding fuel tank systems,
c)  awareness of any hazards especially when working on the fuel system, and when the Flammability Reduction System using nitrogen is installed.
Paragraphs a) b) and c) above should be introduced in the training programme address-ing the following issues:
i)  The theoretical background behind the risk of fuel tank safety: the explosions of mixtures of fuel and air, the behavior of those mixtures in an aviation environment, the effects of temperature and pressure, energy needed for ignition etc, the ‘fire triangle’, - Explain 2 concepts to prevent explosions:
ED 2009/006/R ED 2009/006/R

(1)
ignition source prevention and

(2)
flammability reduction,

ii)  The major accidents related to fuel tank systems, the accident investigations and their conclusions,
iii)  SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition prevention pro-gram initiatives and goals, to identify unsafe conditions and to correct them, to systematically improve fuel tank maintenance),
iv)  Explain briefly the concepts that are being used: the results of SFAR 88 of the FAA and JAA INT/POL 25/12: modifications, airworthiness limitations items and CDCCL,
v)  Where relevant information can be found and how to use and interpret this infor-mation in the various instructions for continuing airworthiness (aircraft mainten-ance manuals, component maintenance manuals…),
vi)  Fuel Tank Safety during maintenance: fuel tank entry and exit procedures, clean working environment, what is meant by configuration control, wire separation, bonding of components etc,
vii)  Flammability reduction systems when installed: reason for their presence, their effects, the hazards of an Flammability Reduction System (FRS) using nitrogen for maintenance, safety precautions in maintenance/working with an FRS,
viii) Recording maintenance actions, recording measures and results of inspections.
The training should include a representative number of examples of defects and the associated repairs as required by the TC / STC holders maintenance data.
F)  Approval of training
For M.A. Subpart G approved organisations the approval of the initial and continua-tion training programme and the content of the examination can be achieved by the change of the CAME exposition. The modification of the CAME should be approved as required by M.A. 704(b). The necessary changes to the CAME to meet the content of this decision should be made and implemented at the time requested by the competent authority.
Appendix XIII to AMC M.A.712 (f)
Organisational reviews may replace a full quality system in accordance with the provisions of M.A.712 (f) and AMC M.A.712 (f) and as described in the continuing airworthiness management exposition (CAME)
Depending on the complexity of the small organisation (number and type of aircraft, number of different fleets, privilege to perform airworthiness reviews, etc.), the organisa-tional review system may vary from a system using the principles and practices of a qual-ity system (except for the requirement of independence) to a simplified system adapted to the low complexity of the organisation and the aircraft managed.
　
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