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Gaining And Preserving Airworthiness Executive Essay

Aircraft design process involved with different disciplines such as aerodynamics, buildings, flight technicians etc. Therefore, for an aircraft to become operational it is essential to show that the construction and design of the plane can comply with the requirements relevant and such verification and validation proof required to be delegated to the relevant authorities.

This report presents 'Airworthiness' and provides the audience the framework involved with gaining airworthiness and how to maintain it eventually.


Consideration of airworthiness guidelines has its origins since the early days of military soaring. But aeroplanes design data has been noted prior to 1910 for balloons and the Royal Aircraft Factory has produced a design requirement doc in 1916. The Aerial Navigation Function that is sanction by the Home Office in 1911 to ban traveling in filled areas can be an early exemplory case of safety legislation.

Airworthiness Section has been established 10 years later by the Royal Plane Factory (as part of the Air Ministry), which is the start of techniques for company design approvals and approved data.

Aircraft airworthiness means conformity with suitable aviation authorities rules that identifies the minimum basic safety degree of the plane, of the people carried and the over flown territories.

When designed and built matching to relevant requirements',

When handled within its' designed environment and within its' quantified and announced limitations,

And maintained relative to procedures appropriate to the liable Authority.

The Western Aviation Safety Firm (EASA) Legislation 216/2008, Article 5, 2(c) defines the airworthiness as;

"Each aircraft will be issued with an individual certificate of airworthiness when it's shown it conforms to the sort design approved in its type-certificate which relevant documents, inspections and exams demonstrate the aeroplanes is at condition for safe procedure"

The Airworthiness is a collective responsibility of providers, authorities, makes and maintenance organisations. An airworthy plane is one where in fact the likelihood of any incident or accident therefore of malfunction, performance or handling of the aircraft is stored to suitable levels. Really the only measure of airworthiness used is distributed by tracking and inspecting incidents and crashes. The remaining portions will discuss the substance of "Gaining and Maintaining Airworthiness".

Figure 01: Airworthiness - Collective Responsibilities

Implementation of Airworthiness

Authority (EASA) self-assurance that the look of a product complies with the relevant requirements predicated on Documentation of the company (IR 21 - DOA) & Official certification of the design of products (CS 25 - TC)

DO Approval

According to Western Aviation Safety Organization (EASA), Design Organisation Agreement (DOA) requirements Implementing Rule (IR) part 21 (published as annex to Western european Commission Legislation (EC) No 1702/2003) includes procedural requirements relevant either to the industry (Section A) or to the Competent Specialists (Section B) but Part 21 does not include provisions to delegate EASA specialist and personal to individuals.

"Certification of aircraft and related products, parts and kitchen appliances, and of design and production organisations"

Organisations must display following key elements in order to obtain DO Agreement.

Design Confidence System


Right People

Terms of Approval

Obligations of the holder

Figure 02 - DOA Key Elements

Design Organisation Endorsement (DOA) - Organisation Structure

Following diagram illustrates a simplified organisation structure demonstrating the fundamental elements in an aeroplanes design and developing organisation.

Figure 03: Design Organisation Structure

Chief Executive Official (CEO):

Responsible for appropriate performing of the task place by making sure availability of required resources.

Designated Documentation Specialist (DCS):

Airworthiness specialist nominated for a given self-discipline (ATA or Sub-ATA level or for Approved Manuals) to carry out the certification duties, in particular to manage the compliance demo activities for his or her domain.

Part of the airworthiness function and work under the control of Product Integrity.

Certification Administrator (CM)

Certification panel market leaders for their section of competence,

Participate in the development of new recognition strategies

The CM is the program with Aviation Authorities at -panel level for most important TC, foreign qualification / validation activities and for allocated major changes.

Chief Airworthiness Engineer (CAE)

Responsible for leading and coordinating the documentation and airworthiness activities for the programme.

Supported by way of a team usually called the CAE team composed of:

A Type Qualifications Manger (TCM)

An Individual Plane Certification Supervisor (IACM)

A Continued Airworthiness Director (CAM)

Type Certification

Type documentation is the procedure demonstrating that the look of an aircraft complies with the appropriate aviation requirements. Documentation process could be a new type certificate new aeroplanes (ex. Airbus A380), Amended Type documentation model or derivative (former mate: Airbus A350 - 1000) and significant major changes to the sort design (ex. A330-200 Passenger to Freighter)

To offer and EASA Type License, aircraft production shall obtain first a DOA (Design Organisation Approval) within the relevant product (plane type) and also shall show its capacity to design, certify and ensure the extended airworthiness of its products relative to the certification standards (CS-25) and Environmental security (CS-34, CS-36) requirements.

To production and release to service series aircraft, manufacture must then get yourself a POA (Creation Organisation Acceptance) and build relationship between DOA & POA.

Flight Test

Flight assessment process could be possibly very risky and intensely expensive due to unexpected problem s cause loss of life (both staff and people on the floor) and damage to the aircraft. Due to this reasons modern airfare trials is one of the most safety conscious functions. Typically there are two types of journey test programs, armed forces and commercial. There is a factor between military and commercial journey evaluation where commercial test programs are completed to certify the aeroplanes matches all required safe practices and performance requirements while military programs involved in aircraft manufactures planning and building plane to government deals to meet specific quest capabilities. Initiation of airline flight test arrangements for both commercial and military aircraft commence prior to the aircraft is ready to fly, although because of the fact that the government is funding the military tasks, involvement of military flight testing is commence much early-on in the design and assessment process.

Historical Data Analysis

According to historical proof, operational and airframe related risk of a serious car accident causes is about one per million airfare hours but failing problems took place by aeroplanes systems problems is about 10 percent of this total amount. Therefore, it is reasonable to claim that systems faults should not allowed serious injuries and it is therefore possible for a fresh design to improve the likelihood of such a significant accident not to be higher than one per ten million airline flight time (1 x 10-7).

But it is not possible to identify whether the goal can be found until all the aeroplanes systems has been numerically collectively analysed. For this reason reason it's assumed that there are about 100 potential failing conditions present arbitrarily that could prevent safe airline flight and getting of the airplane. By sharing out equally the mark allowable risk (x 10-7) similarly among these conditions risk allocation cause not higher than 1 x 10-9 to each. Which means top risk limit for failure conditions would be 1 x 10-9 for each hour of trip which approximates probability value for the term "Extremely Improbable".

Analytic techniques

Various analytical techniques have been developed based on the above topic to aid Airworthiness Power and the applicant to handle a safety evaluation, which could gain systematic qualitative research. This technique also important for analyst to execute quantitative evaluation when required.

The Advisory Materials Joint (AMJ) identifies both qualitative and quantitative analytical techniques which could used to support JAA personal or assist applicant to determine the compliance with the requirement. Looked after provides assistance for deciding if or when a particular examination to be conducted. The supposed requirement of the analytical tools is supplement but not to displace operational and executive judgement.

Legal Issues

To have a simple knowledge of the legal necessity is essential for aviation pros such as pilots, mechanics, air traffic controllers and professionals. Country wide and international laws and regulations or regulations control all areas of civil air transportation. To guarantee the efficiency of the legal platform and enforceability of basic safety aspects, the following basic sets of restrictions have been developed.

Airworthiness Restrictions to explain:

Applicable types of procedures, and

Minimum safety, specialized and performance requirements to be realised and maintain in the plane design.

Ex: EASA Part 21 (airplane certification techniques), Part M and Part 145 (aeroplanes maintenance) & CS-25 (design code for large airplane)

Operational laws: to specify the basic guidelines air traffic must follow and the minimum amount requirements for several kinds of businesses, for the aeroplanes and the individual or the company.

Ex: EU-OPS1 Commercial Air Transportation

After an accident there may be two main investigations (technical & legal proceedings) will be conducted. Legal proceedings consist with;

Civil proceedings which involved with civil says for problems by patients and/or their family, Commercial proceedings which involved in claims for damage by customer and/or its insurance company (Airplane repair / loss, Reduction in plane residual value, Loss of revenue) and finally Criminal prosecution, in case there is death / serious personal injury, using jurisdictions (ex: France, Germany).

Continued Airworthiness

According to ICAO Doc No 9760-2001 prolonged Airworthiness thought as 'The operations that ensure, at any time in its life, an aeroplanes complies with the complex conditions fixed to the problem of the Certificate of Airworthiness and it is in a condition for safe procedure. ' And recommends 'Contracting state governments must have a system that ensures aeroplanes are in a problem for safe operation. '

F. Florio (2006) explained that safety is the main thing which needs to be ensuring every time in every journey operations and all the airplanes must maintain an air worthy status which is ideal for fly. Quite simply all the aircrafts must achieve and perform all the steps in the Airworthiness Directive manuals. Furthermore, Florio (2006) also mentioned that ongoing airworthiness can be rely on two factors

Organisation operators



Maintenance can be explained as modifications, inspections, replacements of parts of the aircraft. This is done by firmly taking a record entrance for every single event such as replacement unit of LRUs (Brand replacement models).

According to Florio (2006), Maintenance refers to as 'precautionary maintenance, modifications and auto repairs and advantages of airworthiness directive' and also he explained that airworthiness is rely on the maintenance programs, which also create the alternative of time change items, the overhaul machines, propellers and various parts of gadgets.

Florio stated that as the part of the product type accreditations of aeroplanes airworthiness authorities requires instructions for extended airworthiness thus these instructions can be identified as the essential tools of the maintenance because they're the basic maintenance programmes. These maintenance programmes must cater certain requirements of operational and maintenance requirements.

According to EASA Maintenance programme;

Every aircraft will be maintained in accordance with the maintenance programs approved by the qualified authority, which will be periodically examined and amended appropriately.

The maintenance program and any following amendments shall be approved by the proficient authority

The maintenance programs must establish conformity with;

Instructions for carrying on airworthiness given by the sort certificate and the supplementary type certificate holder

Instructions given by the go with authority

Instructions issued by the owner or the operator and approved by the capable authority.


Repair process consists of different organisations where, when the merchandise aren't with aircraft production, carrying on airworthiness is governed by the state of registry or the tasks are disseminate in organisations.

Part 21A subpart M suggests the repair procedural requirements for qualifications.

Under Part 21 subpart M:

Elimination of damage (21A. 431 b)

Unrepaired problems (21A. 445 a)

Out of Part 21 subpart M

Replacement without design activity (21A. 431c)

Repairs design from an approved manual (GM 21A. 431 a)

Following diagrams illustrates the Airbus restoring process.

Figure 04: Airbus Repairing Process

The Composition Repair Manual (SRM) describes general repair practices, materials and typical vehicle repairs, allowed injuries, which are believed applicable to standard fixes. It's approved by aeroplanes make under DOR privilege.


Changes made to a particular aeroplanes after the issue of the airworthiness qualification is an adjustment. This may include changes to the buildings, systems, powerplants, propellers etc. . . Furthermore, substitution of 1 type for another also regarded as an adjustment. Any changes requires authorization from the Civil Aviation Authority straight or via an approved company.

During a design adjustment, information on the change must get to the specialist at early stage where then your modification is categorized as minor or major medication based on the aspect of the inspection. If the results of an investigation requires amendments to the License of Airworthiness or Journey Manual, authority may necessitate following major modification procedures.

Incidents and Accidents

Flight safe practices experts assume that series of events leads to situations and injuries.

Accidents - Through the operation associated with an aircraft, lead to event associated with a person being fatally or very seriously injured from enough time any person planks to the aircraft with purpose of flight before time all persons disembarked.

Incidents - Apart from accidents situations also occurrences which relate to the operation of the aeroplanes or could influence the security of its operation.

Aging Aircraft

Civil Aviation specialist has defined Aging aircrafts as 'An operational aircraft approaching the end of its design life assumptions' (Alder P. 2005). Ageing aircraft can also be called as a mature plane as well. Because the aircraft are produce to provide resilient services for so many years, all the aeroplanes must be in an airworthy express and have to be safe to fly. Thus maintenance programmes must be carried out to keep up the plane and also aircraft must be operated in line with the manufacturers' suggestion.

Florio F. (2006) mentioned that, older aircraft require additional care and the maintenance programmes must be completed in a far more specific way than the recently manufactured aircraft. And also he explained that because of the fatigue, accidental damage and also because of the environmental deterioration more inspection in the the different parts of the structure must require in maintenance programs. So to keep airworthiness in older aircrafts manufacturers of the journey must provide operators with the precise programs. In more aged aircrafts normally each one of the aeroplane components have to endure a few of the repairs, overhauls, inspection maintenance, precautionary maintenance and some replacements of components of the aeroplanes.

Maintenance records have to be update regularly by the operator. Florio F. (2006) claims that between operator of the airplane, manufacturer and also the authority there must be an open communication system. Furthermore he expresses that once a problem take place the operator or the owner of the plane must inform it to the manufacturer and then supplier has to make the recommendations and has to update the appropriate programmes of ongoing air worthiness. After study of those maintenance programmes the specialists will approve those.

Role of the Regulator

Airworthiness programmes contain three main jobs.




Civil Aviation Expert (CAA), European Aviation Safety Agency (EASA) and National Aviation Legislation (Considerably) are examples for the rules authorities. These authorities generate and distribute the laws for aircraft procedures for aviation industry.

Civil Aviation Specialist is the UKs independent specialist regulator. Their main responsibility is to provide world leading air safeness environment in the aviation industry. Plane licensing, maintenance of specific airworthiness management systems and financial regulations, consumer cover, plans for airspace and setting up national safety requirements can be studied as key role of CAA.

Regulators involved with few or many assignments as follows:

Setting up the civil aviation standards and ensure they are really achieved.

Regulates and promotes airlines, international airports and national air traffic services financial activities etc. . .

Manages the main travel protection structure.

Ensure the airspace is a common place for all users by providing civil and armed forces interests mutually.

Advise the federal government on aviation issues.

Represents consumer interests

Conduct methodical and monetary research.

Provide specialist services by producing statistical data.

Aircraft airworthiness means conformity with relevant aviation authorities restrictions that defines the minimum safe practices degree of the aircraft, of the passengers carried and the over flown territories so when designed and built corresponding to relevant requirements, when managed within its' designed environment and within its' quantified and announced limitations and retained relative to procedures appropriate to the responsible Power. Therefore, The Airworthiness is a collective responsibility of providers, authorities, companies and maintenance organisations.

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