Part 21 Amc GM Rev.3
Part 21 Amc GM Rev.3
Part 21 Amc GM Rev.3
as established in
AMC/GM
as established in
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Article 1
Scope and definitions
1. This Regulation lays down, in accordance with Article 5(5) and Article 6(3) of Regulation (EC) No
216/2008, common technical requirements and administrative procedures for the airworthiness and
environmental certification of products, parts and appliances specifying:
(a) the issue of type-certificates, restricted type-certificates, supplemental type-certificates and changes to
those certificates;
(b) the issue of certificates of airworthiness, restricted certificates of airworthiness, permits to fly and
authorised release certificates;
(c) the issue of repair design approvals;
(d) the showing of compliance with environmental protection requirements;
(e) the issue of noise certificates;
(f) the identification of products, parts and appliances;
(g) the certification of certain parts and appliances;
(h) the certification of design and production organisations;
(i) the issue of airworthiness directives.
2. For the purpose of this Regulation, the following definitions shall apply:
(a) JAA means the Joint Aviation Authorities;
(b) JAR means Joint Aviation Requirements;
(c) Part 21 means the requirements and procedures for the certification of aircraft and related products,
parts and appliances, and of design and production organisations laid down in Annex I to this Regulation;
(d) Part M means the applicable continuing airworthiness requirements adopted in pursuance of
Regulation (EC) No 216/2008;
(e) principal place of business means the head office or registered office of the undertaking within which
the principal financial functions and operational control of the activities referred to in this Regulation are
exercised;
(f) article means any part and appliance to be used on civil aircraft;
(g) ETSO means European Technical Standard Order. The European Technical Standard Order is a
detailed airworthiness specification issued by the European Aviation Safety Agency (the Agency) to
ensure compliance with the requirements of this Regulation as a minimum performance standard for
specified articles;
(h) EPA means European Part Approval. European Part Approval of an article means the article has
been produced in accordance with approved design data not belonging to the type-certificate holder of the
related product, except for ETSO articles;
(i) ELA1 aircraft means the following manned European Light Aircraft:
(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 1 200 kg or less that is not classified as
complex motor-powered aircraft;
(ii) a sailplane or powered sailplane of 1 200 kg MTOM or less;
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(iii) a balloon with a maximum design lifting gas or hot air volume of not more than 3 400 m 3 for hot air
balloons, 1 050 m 3 for gas balloons, 300 m 3 for tethered gas balloons;
(iv) an airship designed for not more than 4 occupants and a maximum design lifting gas or hot air volume
of not more than 3 400 m 3 for hot air airships and 1 000 m 3 for gas airships;
(j) ELA2 aircraft means the following manned European Light Aircraft:
(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 2 000 kg or less that is not classified as
complex motor-powered aircraft;
(ii) a sailplane or powered sailplane of 2 000 kg MTOM or less;
(iii) a balloon;
(iv) a hot air airship;
(v) a gas airship complying with all of the following characteristics:
3 % maximum static heaviness,
Non-vectored thrust (except reverse thrust),
Conventional and simple design of: structure, control system and ballonet system,
Non-power assisted controls;
(vi) a Very Light Rotorcraft.
Article 2
Products, parts and appliances certification
1. Products, parts and appliances shall be issued certificates as specified in Annex I (Part 21).
2. By way of derogation from point 1, aircraft, including any installed product, part and appliance, which
are not registered in a Member State shall be exempted from the provisions of Subparts H and I of Annex
I (Part 21). They shall also be exempted from the provisions of Subpart P of Annex I (Part 21) except
when aircraft identification marks are prescribed by a Member State.
Article 3
Continued validity of type-certificates and related certificates of airworthiness
1. With regard to products which had a type-certificate, or a document allowing the issuing of a certificate
of airworthiness, issued before 28 September 2003 by a Member State, the following provisions shall
apply:
(a) the product shall be deemed to have a type-certificate issued in accordance with this Regulation when:
(i) its type-certification basis was:
the JAA type-certification basis, for products that have been certificated under JAA procedures, as
defined in their JAA data sheet, or
for other products, the type-certification basis as defined in the type-certificate data sheet of the State
of design, if that State of design was:
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a Member State, unless the Agency determines, taking into account, in particular, airworthiness codes
used and service experience, that such type-certification basis does not provide for a level of safety
equivalent to that required by Regulation (EC) No 216/2008 and this Regulation, or
a State with which a Member State had concluded a bilateral airworthiness agreement or similar
arrangement under which such products have been certificated on the basis of the airworthiness codes of
that State of design, unless the Agency determines that such airworthiness codes or service experience or
the safety system of that State of design do not provide for a level of safety equivalent to that required by
Regulation (EC) No 216/2008 and this Regulation.
The Agency shall make a first evaluation of the implication of the provisions of the second indent in view of
producing an opinion to the Commission including possible amendments to this Regulation;
(ii) the environmental protection requirements were those laid down in Annex 16 to the Chicago
Convention, as applicable to the product;
(iii) the applicable airworthiness directives were those of the State of design;
(b) the design of an individual aircraft, which was on the register of a Member State before 28 September
2003, shall be deemed to have been approved in accordance with this Regulation when:
(i) its basic type design was part of a type-certificate referred to in point (a);
(ii) all changes to this basic type design, which were not under the responsibility of the type-certificate
holder, had been approved; and
(iii) the airworthiness directives issued or adopted by the Member State of registry before 28 September
2003 were complied with, including any variations to the airworthiness directives of the State of design
agreed by the Member State of registry.
2. With regard to products for which a type-certification process was proceeding through the JAA or a
Member State on 28 September 2003, the following shall apply:
(a) if a product is under certification by several Member States, the most advanced project shall be used
as the reference;
(b) points 21.A.15(a), (b) and (c) of Annex I (Part 21) shall not apply;
(c) by way of derogation from point 21.A.17(a) of Annex I (Part 21), the type-certification basis shall be
that established by the JAA or, where applicable, the Member State at the date of application for the
approval;
(d) compliance findings made under JAA or Member State procedures shall be deemed to have been
made by the Agency for the purpose of complying with points 21.A.20(a) and (b) of Annex I (Part 21).
3. With regard to products that have a national type- certificate, or equivalent, and for which the approval
process of a change carried out by a Member State was not finalised at the time when the type-certificate
had to be in accordance with this Regulation, the following shall apply:
(a) if an approval process is being carried out by several Member States, the most advanced project shall
be used as the reference;
(b) point 21.A.93 of Annex I (Part 21) shall not apply;
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(c) the applicable type-certification basis shall be that established by the JAA or, where applicable, the
Member State at the date of application for the approval of change;
(d) compliance findings made under JAA or Member State procedures shall be deemed to have been
made by the Agency for the purpose of complying with points 21.A.103(a)(2) and (b) of Annex I (Part 21).
4. With regard to products that had a national type- certificate, or equivalent, and for which the approval
process of a major repair design carried out by a Member State was not finalised at the time when the
type-certificate had to be determined in accordance with this Regulation, compliance findings made under
JAA or Member State procedures shall be deemed to have been made by the Agency for the purpose of
complying with point 21.A.433(a) of Annex I (Part 21).
5. A certificate of airworthiness issued by a Member State attesting conformity with a type-certificate
determined in accordance with point 1 shall be deemed to comply with this Regulation.
Article 4
Continued validity of supplemental type-certificates
1. With regard to supplemental type-certificates issued by a Member State under JAA procedures or
applicable national procedures and with regard to changes to products proposed by persons other than
the type-certificate holder of the product, which were approved by a Member State under applicable
national procedures, if the supplemental type-certificate, or change, was valid on 28 September 2003, the
supplemental type-certificate, or change shall be deemed to have been issued under this Regulation.
2. With regard to supplemental type-certificates for which a certification process was being carried out by
a Member State on 28 September 2003 under applicable JAA supplemental type-certificate procedures
and with regard to major changes to products, proposed by persons other than the type-certificate holder
of the product, for which a certification process was being carried out by a Member State on 28
September 2003 under applicable national procedures, the following shall apply:
(a) if a certification process was being carried out by several Member States, the most advanced project
shall be used as the reference;
(b) point 21.A.113 (a) and (b) of Annex I (Part 21) shall not apply;
(c) the applicable certification basis shall be that established by the JAA or, where applicable, the Member
State at the date of application for the supplemental type-certificate or the major change approval;
(d) the compliance findings made under JAA or Member State procedures shall be deemed to have been
made by the Agency for the purpose of complying with point 21.A.115(a) of Annex I (Part 21).
Article 5
Continued operation of certain aircraft registered by Member States
With regard to an aircraft that cannot be deemed to have a type-certificate issued in accordance with
Article 3(1)(a) of this Regulation, that has been issued a certificate of airworthiness by a Member State
before Regulation (EC) No 1702/2003 became applicable in that Member State ( 1 ), was on its register on
that date, and was still on the register of a Member State on 28 March 2007, the combination of the
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following shall be deemed to constitute the applicable specific airworthiness specifications issued in
accordance with this Regulation:
(a) the type-certificate data sheet and type-certificate data sheet for noise, or equivalent documents, of the
State of design, provided that the State of design has concluded the appropriate working arrangement in
accordance with Article 27(2) of Regulation (EC) No 216/2008 with the Agency covering the continued
airworthiness of the design of such an aircraft;
(b) the environmental protection requirements laid down in Annex 16 to the Chicago Convention, as
applicable to that aircraft; and
(c) the mandatory continuing airworthiness information of the State of design.
Article 6
Continued validity of parts and appliances certificates
1. Approvals of parts and appliances issued by a Member State and valid on 28 September 2003 shall be
deemed to have been issued in accordance with this Regulation.
2. With regard to parts and appliances for which an approval or authorisation process was being carried
out by a Member State on 28 September 2003, the following shall apply:
(a) if an authorisation process was being carried out by several Member States, the most advanced
project shall be used as the reference;
(b) point 21.A.603 of Annex I (Part 21) shall not apply;
(c) the applicable data requirements laid down in point 21.A.605 of Annex I (Part 21) shall be those
established by the relevant Member State, at the date of application for the approval or authorisation;
(d) compliance findings made by the relevant Member State shall be deemed to have been made by the
Agency for the purpose of complying with point 21.A.606(b) of Annex I (Part 21).
Article 7
Permit to fly
The conditions determined before 28 March 2007 by the Member States for permits to fly or other
airworthiness certificate issued for aircraft which did not hold a certificate of airworthiness or restricted
certificate of airworthiness issued under this Regulation, are deemed to have been determined in
accordance with this Regulation, unless the Agency has determined before 28 March 2008 that such
conditions do not provide for a level of safety equivalent to that required by Regulation (EC) No 216/2008
or this Regulation.
Article 8
Design organisations
1. An organisation responsible for the design of products, parts and appliances or for changes or repairs
thereto shall demonstrate its capability in accordance with Annex I (Part 21).
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2. By way of derogation from point 1, an organisation whose principal place of business is in a nonmember State may demonstrate its capability by holding a certificate issued by that State for the product,
part and appliance for which it applies, provided:
(a) that State is the State of design; and
(b) the Agency has determined that the system of that State includes the same independent level of
checking of compliance as provided by this Regulation, either through an equivalent system of approvals
of organisations or through direct involvement of the competent authority of that State.
3. Design organisation approvals issued or recognised by a Member State in accordance with the JAA
requirements and procedures and valid before 28 September 2003 shall be deemed to comply with this
Regulation.
Article 9
Production organisations
1. An organisation responsible for the manufacture of products, parts and appliances shall demonstrate its
capability in accordance with the provisions of Annex I (Part 21).
2. By way of derogation from point 1, a manufacturer whose principal place of business is in a nonmember State may demonstrate its capability by holding a certificate issued by that State for the product,
part and appliance for which it applies, provided:
(a) that State is the State of manufacture; and
(b) the Agency has determined that the system of that State includes the same independent level of
checking of compliance as provided by this Regulation, either through an equivalent system of approvals
of organisations or through direct involvement of the competent authority of that State.
3. Production organisation approvals issued or recognised by a Member State in accordance with the JAA
requirements and procedures and valid before 28 September 2003 shall be deemed to comply with this
Regulation.
Article 10
Agency measures
1. The Agency shall develop acceptable means of compliance (hereinafter called AMC) that competent
authorities, organisations and personnel may use to demonstrate compliance with the provisions of the
Annex I (Part 21) to this Regulation.
2. The AMC issued by the Agency shall neither introduce new requirements nor alleviate the requirements
of the Annex I (Part 21) to this Regulation.
3. Without prejudice to Articles 54 and 55 of Regulation (EC) No 216/2008, when the acceptable means of
compliance issued by the Agency are used, the related requirements of the Annex I (Part 21) to this
Regulation shall be considered as met without further demonstration.
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Article 11
Repeal
Regulation (EC) No 1702/2003 is repealed.
References to the repealed Regulation shall be construed as references to this Regulation and shall be
read in accordance with the correlation table in Annex III.
Article 12
Entry into force
This Regulation shall enter into force on the twentieth day following that of its publication in the Official
Journal of the European Union.
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PART 21
Certification of aircraft and related products, parts and appliances, and of design and
production organisations
Contents
................................................................................................................... B-1
................................................................................................................... B-5
Cont - 1
................................................................................................................. B-11
................................................................................................................. B-12
................................................................................................................. B-14
................................................................................................................. B-14
................................................................................................................. B-15
21.A.57 Manuals
................................................................................................................. B-15
Cont - 2
................................................................................................................. D-12
21.A.93 Application
................................................................................................................. D-12
................................................................................................................. D-12
................................................................................................................. D-12
AMC 21.A.97 Compliance demonstration process for major changes ............................................ D-13
21A.101 Designation of applicable certification specifications and environmental protection
requirements ........................................................................................... D-13
GM 21.A.101 Establishment of the type-certification basis of Changed Aeronautical Products .... D-14
Appendix A to GM 21.A.101 ............................................................................................................. D-39
Appendix B to GM 21.A.101 Procedure for evaluating impracticality of applying latest certification
specifications to a changed product ................................................................................................ D-86
Appendix C to GM 21.A.101 The use of service experience in the certification process................. D-95
Appendix D to GM 21.A.101 Tables and Figures to Assist CPR understanding ................................ D-99
Appendix E to GM 21.A.101 Related Part 21 Requirements .......................................................... D-103
21.A.103 Issue of approval ............................................................................................................... D-103
21.A.105 Record-keeping
............................................................................................................... D-104
................................................................................................................... E-1
................................................................................................................... E-6
Cont - 3
21.A.117 Changes to that part of a product covered by a supplemental type-certificate ...................... E-6
21.A.118A Obligations and EPA marking ................................................................................................. E-6
21.A.118B Duration and continued validity............................................................................................. E-7
21.A.119 Manuals
................................................................................................................... E-7
................................................................................................................... F-1
AMC No. 1 to 21.A.122 Eligibility Link between design and production ......................................... F-2
AMC No. 2 to 21.A.122 Eligibility Link between design and production ......................................... F-3
21.A.124 Application
................................................................................................................... F-5
................................................................................................................... F-9
GM No. 1 to 21.A.125B(a) Uncontrolled non-compliance with applicable design data .................. F-10
GM No. 2 to 21.A.125B(a) Examples for level one findings ............................................................. F-10
21.A.125C Duration and continued validity ........................................................................................... F-10
21.A.126 Production inspection system ................................................................................................ F-10
GM 21.A.126 Production Inspection System.................................................................................... F-11
GM 21.A.126(a)(1) Production Inspection System Conformity of supplied parts, appliances and
material ............................................................................................................................................ F-11
GM 21.A.126(a)(2) Production Inspection System - Identification of incoming materials and parts 12
GM No. 1 to 21.A.126(a)(3) Production Inspection System - List of specifications ......................... F-13
Cont - 4
................................................................................................................. F-16
................................................................................................................... G-1
Cont - 5
................................................................................................................... G-6
................................................................................................................... G-7
.................................................................................................................G-15
Cont - 6
.................................................................................................................G-23
.................................................................................................................G-25
.................................................................................................................G-26
.................................................................................................................G-28
AMC No.1 to 21.A.163(c) Computer generated signature and electronic exchange of the EASA Form
1 ........................................................................................................................................................G-28
AMC No 2 to 21.A.163(c) Completion of the EASA Form 1 ...........................................................G-31
AMC 21.A.163(d) Privileges Maintenance .....................................................................................G-32
AMC 21.A.163(e) Procedure for the issue of a permit to fly including approval of the flight
conditions .........................................................................................................................................G-33
21.A.165 Obligations of the holder........................................................................................................G-34
GM 21.A.165(a) Obligations of the holder Basic working document............................................G-36
GM No. 1 to 21.A.165(c) Obligations of the holder Conformity of prototype models and test
specimens .........................................................................................................................................G-36
GM No. 2 to 21.A.165(c) Obligations of holder Conformity with type design ..............................G-36
GM No. 3 to 21.A.165(c) Obligations of the holder Condition for safe operation ........................G-36
GM No. 4 to 21.A.165(c) Airworthiness Release or Conformity Certificate .....................................G-38
AMC 21A.165(c)(3) Applicable emissions requirements ..................................................................G-38
GM 21A.165(c)(3) Definitions of engine type certification date and production date ....................G-41
GM 21.A.165(d) and(h) Obligations of the holder Recording and archiving system ....................G-42
SUBPART H CERTIFICATES OF AIRWORTHINESS AND RESTRICTED CERTIFICATES OF AIRWORTHINESS 1
Cont - 7
21.A.171 Scope
................................................................................................................... H-1
21.A.172 Eligibility
................................................................................................................... H-1
21.A.173 Classification
................................................................................................................... H-1
21.A.174 Application
................................................................................................................... H-1
21.A.175 Language
................................................................................................................... H-2
................................................................................................................... H-3
.................................................................................................................... I-1
21.A.204 Application
.................................................................................................................... I-1
.................................................................................................................... I-2
.................................................................................................................... J-1
21.A.234 Application
.................................................................................................................... J-1
.................................................................................................................... J-9
Cont - 8
AMC No. 2 to 21.A.243(a) Data requirements - Model content of handbook for organisations
designing minor changes to type design or minor repairs to products ............................................ J-11
GM No. 1 to 21.A.243(d) Statement of qualifications and experience ............................................. J-12
GM No. 2 to 21.A.243(d) Data requirements - Statement of the qualification and experienceOrganisations designing minor changes to type design or minor repairs to products ..................... J-14
21.A.245 Approval requirements ........................................................................................................... J-15
GM No. 1 to 21.A.245 Requirements for approval ........................................................................... J-15
GM No. 2 to 21.A.245 Requirements for approval - Organisations designing minor changes to type
design or minor repairs to products .................................................................................................. J-16
21.A.247 Changes in design assurance system....................................................................................... J-16
GM 21.A.247 Significant changes in the design assurance system ................................................... J-17
21.A.249 Transferability
.................................................................................................................. J-18
.................................................................................................................. J-20
.................................................................................................................. J-20
.................................................................................................................. J-21
Cont - 9
AMC No. 2 to 21.A.263(c)(2) Privileges - Organisations designing minor changes to type design or
minor repairs to products : procedure for the approval of minor changes to type design or minor
repairs................................................................................................................................................ J-27
GM 21.A.263(c)(3) Issue of information or instructions ................................................................... J-28
GM 21.A.263(c)(4) Procedure for the approval of minor revisions to the aircraft flight manual ..... J-29
AMC 21.A.263(c)(6) Procedure for the approval of the conditions for issue of a permit to fly........ J-32
AMC 21.A.263(c)(7) Procedure for the issue of a permit to fly......................................................... J-35
21.A.265 Obligations of the holder......................................................................................................... J-36
AMC 21.A. 265(a) Administration of the Handbook ......................................................................... J-36
GM 21.A.265(b) Use of the Handbook .............................................................................................. J-37
SUBPART K PARTS AND APPLIANCES................................................................................................... K-1
21.A.301 Scope
................................................................................................................... K-1
21.A.303 Compliance with applicable requirements............................................................................... K-1
AMC 21.A.303(c) Standard Parts ........................................................................................................ K-1
GM to 21.A.303(c) Officially recognised Standards ........................................................................... K-2
21.A.305 Approval of parts and appliances ............................................................................................. K-2
21.A.307 Release of parts and appliances for installation ...................................................................... K-2
(SUBPART L Not applicable) .................................................................................................................. L-1
SUBPART M REPAIRS .......................................................................................................................... M-1
21.A.431A Scope
.................................................................................................................. M-1
GM 21.A.431(a) Scope ....................................................................................................................... M-1
GM 21.A.431(d) Repairs to ETSO articles other than an APU ........................................................... M-3
21.A.431B Standard repairs .................................................................................................................. M-3
21.A.432A Eligibility
.................................................................................................................. M-3
.................................................................................................................. M-4
AMC 21.A.433 (a) and 21.A.447 Repair design and record keeping ................................................. M-4
21.A.435 Classification of repairs ........................................................................................................... M-5
GM 21.A.435(a) Classification of repairs ........................................................................................... M-5
21.A.437 Issue of a repair design approval............................................................................................. M-7
GM 21.A.437 Issue of repair design approval ................................................................................... M-7
GM 21.A.437(a) Issue of repair design approval ............................................................................... M-8
AMC 21.A.437(b) Issue of repair design approval ............................................................................. M-9
21.A.439 Production of repair parts ....................................................................................................... M-9
Cont - 10
................................................................................................................ M-10
................................................................................................................ M-11
...................................................................................................................O-1
...................................................................................................................O-2
...................................................................................................................O-6
...................................................................................................................O-7
...................................................................................................................O-7
Cont - 11
21.A.701 Scope
................................................................................................................... P-4
................................................................................................................... P-6
................................................................................................................... P-8
................................................................................................................. P-14
................................................................................................................. P-14
21.A.719 Transferability
................................................................................................................. P-15
................................................................................................................. P-15
................................................................................................................. P-16
Cont - 12
...................................................................................................................... 7
Cont - 13
21.B.120 Investigation
.................................................................................................................... 19
AMC 21.B.120(a) Investigation team - Qualification criteria for the investigation team members ... 19
AMC 21.B.120(c)(1) Evaluation of applications ................................................................................... 19
GM 21.B.120(c)(3) Investigation preparation and planning ............................................................... 22
GM 21.B.120(c)(5) and (6) Auditing and investigation findings .......................................................... 23
21.B.125 Findings
.................................................................................................................... 23
.................................................................................................................... 26
.................................................................................................................... 53
Cont - 14
GM 21.B.235(b) Maintenance of the POA - Work allocation within the competent authority .......... 56
GM 21.B.235(b) and (c) Continued surveillance ................................................................................. 56
AMC 21.B.235(c) Continuation of POA................................................................................................ 56
21.B.240 Amendment of a production organisation approval ................................................................. 56
AMC No. 1 to 21.B.240 Application for significant changes or variation of scope and terms of the
POA ...................................................................................................................................................... 57
21.B.245 Suspension and revocation of a production organisation approval.......................................... 58
GM 21.B.245 Continued validity.......................................................................................................... 59
AMC 21.B.245 Corrective action plan ................................................................................................. 60
21.B.260 Record keeping
.................................................................................................................... 60
.................................................................................................................... 64
.................................................................................................................... 69
Cont - 15
.................................................................................................................... 84
Cont - 16
21.1 General
For the purpose of this Annex I (Part 21), Competent Authority shall be:
(a) for organisations having their principal place of business in a Member State, the authority designated
by that Member State; or the Agency if so requested by that Member State; or
(b) for organisations having their principal place of business in a non-member State, the Agency.
SECTION A
TECHNICAL REQUIREMENTS
SUBPART A - GENERAL PROVISIONS
21.A.1 Scope
This Section establishes general provisions governing the rights and obligations of the applicant for, and
holder of, any certificate issued or to be issued in accordance with this Section.
21.A.2 Undertaking by another person than the applicant for, or holder of, a certificate
The actions and obligations required to be undertaken by the holder of, or applicant for, a certificate for a
product, part or appliance under this Section may be undertaken on its behalf by any other natural or legal
person, provided the holder of, or applicant for, that certificate can show that it has made an agreement
with the other person such as to ensure that the holders obligations are and will be properly discharged.
A-1
which it is aware related to a product, part, or appliance covered by the type-certificate, restricted typecertificate, supplemental type-certificate, ETSO authorisation, major repair design approval or any other
relevant approval deemed to have been issued under this Regulation, and which has resulted in or may
result in an unsafe condition.
2. These reports shall be made in a form and manner established by the Agency, as soon as practicable
and in any case dispatched not later than 72 hours after the identification of the possible unsafe condition,
unless exceptional circumstances prevent this.
(c) Investigation of Reported Occurrences
1. When an occurrence reported under point (b), or under points 21.A.129(f)(2) or 21.A.165(f)(2) results
from a deficiency in the design, or a manufacturing deficiency, the holder of the type-certificate, restricted
type-certificate, supplemental type-certificate, major repair design approval, ETSO authorisation, or any
other relevant approval deemed to have been issued under this Regulation, or the manufacturer as
appropriate, shall investigate the reason for the deficiency and report to the Agency the results of its
investigation and any action it is taking or proposes to take to correct that deficiency.
2. If the Agency finds that an action is required to correct the deficiency, the holder of the type-certificate,
restricted type-certificate, supplemental type-certificate, major repair design approval, ETSO authorisation,
or any other relevant approval deemed to have been issued under this Regulation, or the manufacturer as
appropriate, shall submit the relevant data to the Agency.
Demonstrate effective means to ensure collection of FRM reliability data. The means
should provide data affecting FRM reliability, such as component failures.
(b)
Unless alternative reporting procedures are approved by the Agency, provide a report to
the Agency every six months for the first five years after service introduction. After that
period, continued reporting every six months may be replaced with other reliability tracking
methods found acceptable to the Agency or eliminated if it is established that the reliability
of the FRM meets, and will continue to meet, the exposure specifications of paragraph
M25.1 of Appendix M to CS-25.
(c)
A-2
(2)
For tracking, reporting and resolution of ETOPS significant occurrences refer to EASA the
latest edition of AMC 20-6 (see AMC-20 document).
A-3
Over the years, target airworthiness risk levels underlying airworthiness requirements
have developed on the basis of traditional qualitative airworthiness approaches; they have
A-4
been given more precision in recent years by being compared with achieved airworthiness
levels (judged from accident statistics) and by the general deliberations and discussions
which accompanied the introduction of rational performance requirements, and more
recently, the Safety Assessment approach in requirements. Although the target
airworthiness risk level tends to be discussed as a single figure (a fatal accident rate for
airworthiness reasons of not more than 1 in 10 000 000 flights/flying hours for large
aeroplanes) it has to be recognised that the requirements when applied to particular
aircraft types will result in achieved airworthiness levels at certification lying within a band
around the target level and that thereafter, for particular aircraft types and for particular
aircraft, the achieved level will vary within that band from time to time.
2.2
The achieved airworthiness risk levels can vary so as to be below the target levels,
because it is difficult if not impossible to design to the minimum requirements without
being in excess of requirements in many areas; also because aircraft are not always
operated at the critical conditions (e.g., aircraft weight, CG position and operational
speeds; environmental conditions - temperature, humidity, degree of turbulence). The
achieved level may vary so as to be above the target level because of undetected
variations in material standards or build standards, because of design deficiencies,
because of encountering unforeseen combinations of failures and/or combinations of
events, and because of unanticipated operating conditions or environmental conditions.
2.3
There is now a recognition of the need to attempt to monitor the conditions which tend to
increase the level and to take appropriate corrective action when the monitoring indicates
the need to do so in order to prevent the level rising above a predetermined ceiling.
2.4
The Agency also has a duty in terms of providing the public with aviation services and
therefore should consider the penalties associated with curtailment or even removal (by
grounding) of aviation services when establishing the acceptability of any potential
variation in airworthiness level.
2.5
To postulate basic principles which should be used to guide the course of actions
to be followed so as to maintain an adequate level of airworthiness risk after a
defect has occurred which, if uncorrected, would involve a potential significant
increase of the level of risk for an aircraft type.
(b)
For those cases where it is not possible fully and immediately to restore an
adequate level of airworthiness risk by any possible alleviating action such as an
inspection or limitation, to state the criteria which should be used in order to
assess the residual increase in risk and to limit it to an appropriate small fraction
of the mean airworthiness through life risk.
3. DISCUSSION
A-5
3.1
Several parameters are involved in decisions on safety matters. In the past the cost of
proposed action has often been compared with the notional 'risk cost', i.e. the cost of a
catastrophe multiplied by its probability of occurrence.
3.2
This can be a useful exercise, but it should be held within the constraint of acceptable
airworthiness risk levels, i.e., within airworthiness risk targets which represent the
maximum levels of risk with which an aircraft design must comply, i.e., in the upper part of
the 'band'. Currently for large aeroplanes the mean airworthiness risk level is set at a
catastrophe rate for airworthiness reasons of not more than one in every ten- million
flights/flying hours. The constraint is overriding in that any option, which could be
permitted on risk cost considerations, or other grounds, is unacceptable if it leads to
significant long-term violation of this safety requirement.
3.3
While it should clearly be the objective of all to react to and eliminate emergency
situations, i.e., those involving a potentially significant increase of airworthiness risk levels,
without unreasonable delay, the Agency should be able finally to rule on what is a
minimum acceptable campaign programme. It has therefore seemed desirable to devise
guidelines to be used in judging whether a proposed campaign of corrective actions is
sufficient in airworthiness terms, and clearly this ought to be based on determining the
summation of the achieved airworthiness risk levels for the aircraft and passengers during
any periods of corrective action and comparing them with some agreed target.
3.4
As the period of corrective action will not be instantaneous (unless by grounding), there is
potentially an increase in the achieved airworthiness risk level possibly to and, without
controls, even above the higher part of the 'band', and the amount by which the level is
above the mean target figure, and the period for which it should be allowed to continue,
has been a matter of some arbitrary judgement.
3.5
It would appear desirable to try to rationalise this judgement. For example, if an aircraft
were to spend 10 % of its life at a level such that the risk of catastrophe was increased by
an order of magnitude, the average rate over its whole life would be doubled which may
not be in the public interest. A more suitable criterion is perhaps one which would allow an
average increase in risk of, say one third on top of the basic design risk when spread over
the whole life of the aircraft an amount which would probably be acceptable within the
concept (See Figure 1). It would then be possible to regard the 'through life' risk to an
aircraft - e.g., a mean airworthiness target of not more than one airworthiness catastrophe
per 10 million (107) hours, as made up of two parts, the first being 3/4 of the total and
catering for the basic design risk and the other being 1/4 of the total, forming an allowance
to be used during the individual aircraft's whole life for unforeseen campaign situations
such as described above.
3.6
Investigation has shown that a total of ten such occasions might arise during the life of an
individual aircraft.
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3.7
Using these criteria, there could then be during each of these emergency periods
(assumed to be ten in number) a risk allowance contributed by the campaign alone of:
-7
Thus a 'reaction table' can be created as indicated in Table 1 (the last two columns
assuming a typical aircraft design life of 60,000 hours and an annual utilisation of 3 000
hours per annum) showing the flying or calendar time within which a defect should be
corrected if the suggested targets are to be met.
Table 1
Estimated catastrophe rate to
at risk (hours)
On a calendar basis
3750
15 months
-8
3000
12 months
-7
1500
6 months
-7
750
3 months
-7
300
6 weeks
-6
150
3 weeks
-5
15
Return to base
4 x 10
5 x 10
1 x 10
2 x 10
5 x 10
1 x 10
1 x 10
3.9
These principles may be applied to a single aircraft or a number of aircraft of a fleet but in
calculating risk, all the risk should be attributed to those aircraft which may carry it, and
should not be diluted by including other aircraft in the fleet which are known to be free of
risk. (It is permissible to spread the risk over the whole fleet when a source is known to
exist without knowing where). Where a fleet of aircraft is involved Column 2 may be
interpreted as the mean time to rectification and not the time to the last one.
3.10
There is one further constraint. However little effect a situation may have on the 'whole life'
risk of an aircraft, the risk should not be allowed to reach too high a level for any given
flight. Thus while a very high risk could be tolerated for a very short period without
unacceptable degradation of the overall airworthiness target, the few flights involved
would be exposed to a quite unacceptable level of risk. It is therefore proposed that the
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Table 1 should have a cut-off at the 2 x 10 level so that no flight carries a risk greater
than 20 times the target. At this level the defect is beginning to contribute to a greater
A-7
likelihood of catastrophe than that from all other causes, including non-airworthiness
causes, put together. If the situation is worse than this, grounding appears to be the only
alternative with possibly specially authorised high-risk ferry flights to allow the aircraft to
return to base empty. Figures 2 and 3 show a visualisation chart equivalent to Table 1,
giving average rectification time (either in flight hours or months) based on probability of
defect that must be corrected.
3.11
It will be seen that the above suggestions imply a probability of catastrophe from the
campaign alone of 1.5/10 000 per aircraft during each separate campaign period (i.e., p =
0.015 per 100 aircraft fleet).
3.12
In addition, in order to take into account large fleet size effect, the expected probability of
the catastrophic event during the rectification period on the affected fleet shall not exceed
0.1. See Figure 4.
3.13
It should also be noted that in assessing campaign risks against 'design risk', an element
of conservatism is introduced, since the passenger knows only 'total risk' (i.e.
airworthiness plus operations risks) and the fatal accident rate for all reasons is an order
of magnitude greater than that for airworthiness reasons only (i.e., 10
-6
-7
as against 10 ).
The summated campaign risk allowance proposed by this GM is therefore quite a small
proportion of the total risk to which a passenger is subject. When operating for short
-6
periods at the limit of risk proposed (2 x 10 per hour) the defect is however contributing
100 % more risk than all other causes added together.
3.14
-9
hazardous failure condition is set at 10 per flight hour compared to 10 per flight hour for
a catastrophic failure condition. Figure 5 is showing a visualisation chart giving average
rectification time based on probability of defect that should be corrected. This is similar to
Figure 2 but with lower and upper boundaries adapted to cover the case of hazardous
-7
-4
In addition, in order to take into account large fleet size effect, the expected probability of
the hazardous event during the rectification period on the affected fleet shall not exceed
0.5. See Figure 6.
4. GUIDELINES
4.1
The above would lead to the following guidelines for a rectification campaign to remedy a
discovered defect associated to a catastrophic failure condition without grounding the
aircraft:
(i)
Establish all possible alleviating action such as inspections, crew drills, route
restrictions, and other limitations.
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(ii)
Identify that part of the fleet, which is exposed to the residual risk, after
compliance has been established with paragraph (i).
(iii)
Using reasonably cautious assumptions, calculate the likely catastrophic rate for
each aircraft carrying the risk in the affected fleet.
(iv)
Compare the speed with which any suggested campaign will correct the
deficiency with the time suggested in Figure 2. The figure should not be used
-6
Also ensure that the expected probability of the catastrophic event during the
rectification period on the affected fleet is in accordance with Figure 4.
4.2
Establish all possible alleviating action such as inspections, crew drills, route
restrictions, and other limitations.
(ii)
Identify that part of the fleet, which is exposed to the residual risk, after
compliance has been established with paragraph (i).
(iii)
Using reasonably cautious assumptions, calculate the likely hazardous rate for
each aircraft carrying the risk in the affected fleet.
(iv)
Compare the speed with which any suggested campaign will correct the
deficiency with the time suggested in Figure 5.
(v)
Also ensure that the expected probability of the hazardous event during the
period on the affected fleet is in accordance with Figure 6.
4.3
It must be stressed that the benefit of these guidelines will be to form a datum for what is
considered to be the theoretically maximum reaction time. A considerable amount of
judgement will still be necessary in establishing many of the input factors and the final
decision may still need to be tempered by non-numerical considerations, but the method
proposed will at least provide a rational 'departure point' for any exercise of such
judgement.
4.4
It is not intended that the method should be used to avoid quicker reaction times where
these can be accommodated without high expense or disruption of services.
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A - 13
A - 14
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An event may occur that would result in fatalities, usually with the loss of the aircraft, or
reduce the capability of the aircraft or the ability of the crew to cope with adverse
operating conditions to the extent that there would be:
(i)
(ii)
Physical distress or excessive workload such that the flight crew cannot be relied
upon to perform their tasks accurately or completely, or
(iii)
unless it is shown that the probability of such an event is within the limit defined by the
applicable certification specifications, or
(b)
There is an unacceptable risk of serious or fatal injury to persons other than occupants, or
(c)
Design features intended to minimise the effects of survivable accidents are not
performing their intended function.
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INTRODUCTION
demonstration
however includes certain accepted assumptions and predicted behaviours, such as:
-
the systems safety analyses give predictions of what the systems failure modes,
effects and probabilities may be,
the system components reliability figures are predicted values derived from
general experience, tests or analysis,
the crew is expected to have the skill to apply the procedures correctly, and
In service experience, additional testing, further analysis, etc., may show that certain initially
accepted assumptions are not correct. Thus, certain conditions initially demonstrated as safe, are
revealed by experience as unsafe. In this case, it is necessary to mandate corrective actions in
order to restore a level of safety consistent with the applicable certification requirements.
See AMC 21.A.3B(b) for definition of "unsafe condition" used in 21.A.3A(b).
A - 17
The handling qualities, although having been found to comply with the
applicable certification specifications at the time of initial approval, are
subsequently shown by service experience not to comply.
Could exist in a Principal Structural Element that has not been qualified as
damage tolerant. Principal Structural Elements are those which contribute
significantly to carrying flight, ground, and pressurisation loads, and
whose failure could result in a catastrophic failure of the aircraft.
Typical examples of such elements are listed for large aeroplanes in AMC
25.571(a) Damage tolerance and fatigue evaluation of structure, and in
the equivalent material for rotorcraft.
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Could reduce the structural stiffness to such an extent that the required
flutter, divergence or control reversal margins are no longer achieved.
Could result in the loss of a structural piece that could damage vital parts
of the aircraft, cause serious or fatal injuries to persons other than
occupants.
2.1.2.3 Systems
The consequences of reported systems components malfunctions, failures or
defects should be analysed.
For this analysis, the certification data may be used as supporting material, in
particular systems safety analyses.
The general approach for analysis of in-service events caused by systems
malfunctions, failures or defects will be to analyse the actual failure effects.
As a result of this analysis, an unsafe condition will be assumed if it cannot be
shown that the safety objectives for hazardous and catastrophic failure conditions
are still achieved, taking into account the actual failure modes and rates of the
components affected by the reported deficiency.
The failure probability of a system component may be affected by:
-
A design deficiency (the design does not meet the specified reliability or
performance).
Improper maintenance.
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component failure rate since the only data available are usually results of
maintenance or flight crew checks. This failure probability should therefore be
conservatively assessed.
As it is difficult to justify that safety objectives for the following systems are still
met, a deficiency affecting these types of systems may often lead to a mandatory
corrective action:
-
2.2 Engines
The consequences and probabilities of engine failures have to be assessed at the aircraft level in
accordance with paragraph 2.1, and also at the engine level for those failures considered as
Hazardous in CS E-510.
The latter will be assumed to constitute unsafe conditions, unless it can be shown that the
consequences at the aircraft level do not constitute an unsafe condition for a particular aircraft
installation.
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2.3 Propellers
The consequences and probabilities of propeller failures have to be assessed at the aircraft level
in accordance with paragraph 2.1, and also at the propeller level for those failures considered as
hazardous in CS P-70.
The latter will be assumed to constitute unsafe conditions, unless it can be shown that the
consequences at the aircraft level do not constitute an unsafe condition for a particular aircraft
installation.
2.5
This paragraph provides guidance on the way to treat an unsafe condition resulting from a
maintenance or crew error observed in service.
It is recognised that human factors techniques are under development. However, the
following
raises
issues that require regulatory action (whether in design or other areas), or should
be noted
as an isolated event without intervention. This may need the establishment of a multidisciplinary
team (designers, crews, human factors experts, maintenance experts, operators etc.)
The assessment should include at least the following:
-
The presence of indications or feedback that alerts the operator to an erroneous condition;
The existence of similar previous events, and whether or not they resulted (on those
occasions) in unsafe conditions;
Complexity of the system, associated procedures and training (has the crew a good
understanding of the system and its logic after a standard crew qualification programme?);
Clarity/accuracy/availability/currency
and
practical
applicability
of
manuals
and
procedures;
-
Any issues arising from interactions between personnel, such as shift changeover, dual
inspections, team operations, supervision (or lack of it), or fatigue.
Apart from a design change, the corrective actions, if found necessary, may consist of
modifications of the manuals, inspections, training programmes, and/or information to the
A - 21
operators about particular design features. The Agency may decide to make mandatory such
corrective action if necessary.
AMC 21.A.4 Transferring of information on eligibility and approval status from the design
holder to production organisations
Where there is a need to provide (normally outside the design organisation) a visible statement of
approved design data or airworthiness or environmental protection data associated with the
approved design data, the following minimum information must be provided. The need for a visible
statement may be in relation to Company holding a production organisation approval (POA) in
relation to 21.A.163(c).
The procedures related to the use of forms or other electronic means to provide this information
must be agreed with the Agency.
Information to be provided:
Company Name: the name of the responsible design organisation (TC, STC, approval of repair or
minor change design, ETSO authorisation holder) issuing the information.
Date: the date at which the information is released.
Eligibility: indicate the specific products or articles, in case of ETSO authorisation, for which data
have been approved.
Identification: the part number of the part or appliance. Preference should be given to the use of
the Illustrated Parts Catalogue (IPC) designation. Alternatively the reference to the instruction for
continued airworthiness (e.g., SB, AMM, etc.) could be stated. Marking requirements of Part 21
Section A Subpart Q should be taken into account.
Description: the name or description of the part or document should be given. In the case of a
part or appliance preference should be given to use of IPC designation. The description is to
include reference to any applicable ETSO authorisation or EPA marking, or previous national
approvals still valid.
Purpose of data: the reason for the provision of the information should be stated by the design
approval holder.
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Examples:
a)
b)
c)
If the data is in support of a change or repair, then reference to the aircraft level approval should
be given (make reference to the approved STC, change or repair).
Limitations/Remarks: state any information, either directly or by reference to supporting
documentation that identifies any particular data or limitations (including specific importing
requirements) needed by a production organisation to complete Block 12 of the EASA Form 1.
Approval: provide reference information related to the approval of the data (Agency document or
DOA privilege).
Authorised signature: name and hand-written normal or electronic signature of a person who
has written authority from the design organisation, as indicated in the procedures agreed with the
Agency.
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21.A.13 Eligibility
Any natural or legal person that has demonstrated, or is in the process of demonstrating, its capability in
accordance with point 21.A.14 shall be eligible as an applicant for a type-certificate or a restricted typecertificate under the conditions laid down in this Subpart.
B-1
The acceptance of alternative procedures, as defined in AMC 21.A.14(b), should be limited where
the Agency finds it more appropriate for the conduct of type certification, supplemental type
certification, approval of changes to type design, approval of repair design.
1. Scope
1.1
As alternative to DOA, a manual of procedures must set out specific design practices,
resources and sequence of activities relevant for the specific projects, taking account of
Part 21 requirements.
1.2
These procedures must be concise and limited to the information needed for quality and
proper control of activities by the applicant/holder, and by the Agency.
Certification programme: See AMC 21.A.20(b) for type-certification and AMC 21.A.114 for
supplemental type-certification
2.2
Approval of changes to type design, repairs and production deviations from the approved
design data
The TC or STC applicant must provide procedures acceptable to the Agency for
classification and approval of changes to type design (see paragraphs 3.2 and 3.3), and
repairs and production deviations from the approved design data (see paragraph 3.4).
3.2
Classification
3.2.1
Content
The procedure must address the following points:
- identification of changes to type design
- airworthiness classification
B-2
3.2.3
Airworthiness classification
The procedure must show how the effects on airworthiness are analysed, from the very
beginning, by reference to the applicable certification specifications.
If no specific certification specifications are applicable to the change, the above review
must be carried out at the level of the part or system where the change is integrated and
where specific certification specifications are applicable.
3.2.4
3.2.5
3.2.6
Authorised signatories
The procedure should identify the persons authorised to sign the proposed classification
before release to the Agency for approval.
Content
The procedure must address the following points:
- compliance documentation
- approval process
- authorised signatories
B-3
For the approval of major changes to type design, a certification programme as defined in
AMC 21.A.97 must be established.
For major changes and those minor changes to type design where additional work to
show compliance with the applicable certification specifications is necessary, the
procedure should define a document to support the approval process.
This document must include at least :
- identification and brief description of the change and its classification
- applicable certification specifications
- reference to the compliance documents
- effects, if any, on limitations and on the approved documentation
- authorised signatory
For the other minor changes, the procedure must define a means:
- to identify the change
- to present the change to the Agency for approval.
3.4 Repairs and production deviations from the approved design data
A procedure following the principles of paragraphs 3.2 and 3.3 must be established for the
classification and approval of repairs and unintentional deviations from the approved design data
occurring in production (concessions or non-conformance's). For repairs, the procedure must be
established in accordance with Part 21 Section A Subpart M and associated acceptable means of
compliance (AMC) or guidance material (GM).
B-4
4.2 Procedure
The procedure should address the following points:
-
preparation
The persons authorised to sign before release of information and instructions to the Agency for
approval should be identified in the procedure.
The procedure should include the information or instructions prepared by sub-contractors or
vendors, and declared applicable to its products by the TC, STC, approval of changes to type
design or approval of repair design holders.
4.3 Statement
The information and instructions should contain a statement showing Agency approval.
5 Obligations addressed in 21.A.44 (TC holder), 21.A.118A (STC holder) or 21.A.451 (repair
design approval holder)
The applicant should establish the necessary procedures to show to the Agency how it will fulfil
the obligations required under 21.A.44, 21.A.118A or 21.A.451, as appropriate.
21.A.15 Application
(a) An application for a type-certificate or restricted type-certificate shall be made in a form and manner
established by the Agency.
(b) An application for an aircraft type-certificate or restricted type-certificate shall be accompanied by a
three-view drawing of that aircraft and preliminary basic data, including the proposed operating
characteristics and limitations.
(c) An application for an engine or propeller type-certificate shall be accompanied by a general
arrangement drawing, a description of the design features, the operating characteristics, and the proposed
operating limitations, of the engine, or propeller.
B-5
However, the need for a Special Condition based on in-service experience should be judged by
using the following points as benchmarks:
-
The words unsafe conditions are used in GM 21.A.3B(b) to justify the basis for an
airworthiness directive.
The words continued safe flight and landing, according to AMC 25.1309, mean the
capability for continued controlled flight and landing, possibly using emergency
procedures, but without requiring exceptional pilot skill or strength. Some aircraft damage
may be associated with a failure condition, during flight or upon landing.
B-6
1. the applicable airworthiness code established by the Agency that is effective on the date of application
for that certificate unless:
(i) otherwise specified by the Agency; or
(ii) compliance with certification specifications of later effective amendments is chosen by the applicant or
required under points (c) and (d);
2. any special condition prescribed in accordance with point 21.A.16B(a).
(b) An application for type-certification of large aeroplanes and large rotorcraft shall be effective for five
years and an application for any other type-certificate shall be effective for three years, unless an
applicant shows at the time of application that its product requires a longer period of time for design,
development, and testing, and the Agency approves a longer period.
(c) In the case where a type-certificate has not been issued, or it is clear that a type-certificate will not be
issued, within the time limit established under point (b), the applicant may:
1. file a new application for a type-certificate and comply with all the provisions of point (a) applicable to an
original application; or
2. file for an extension of the original application and comply with the applicable airworthiness codes that
were effective on a date, to be selected by the applicant, not earlier than the date which precedes the date
of issue of the type-certificate by the time limit established under point (b) for the original application.
(d) If an applicant chooses to comply with a certification specification of an amendment to the
airworthiness codes that is effective after the filing of the application for a type-certificate, the applicant
shall also comply with any other certification specification that the Agency finds is directly related.
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(c) The Agency shall issue, in accordance with Article 19 of Regulation (EC) No 216/2008, certification
specifications providing for acceptable means to demonstrate compliance with the noise and the emission
requirements laid down in points (a) and (b) respectively.
21.A.20 Compliance with the type-certification basis and environmental protection requirements
(a) The applicant for a type-certificate or a restricted type-certificate shall demonstrate compliance with the
applicable type-certification basis and environmental protection requirements and shall provide the
Agency with the means by which such compliance has been demonstrated.
(b) The applicant shall provide the Agency with a certification programme detailing the means for
compliance demonstration. This document shall be updated as necessary during the certification process.
(c) The applicant shall record justification of compliance within compliance documents according to the
certification programme established under point (b).
(d) The applicant shall declare that it has demonstrated compliance with the applicable type-certification
basis and environmental protection requirements, according to the certification programme established
under point (b).
(e) Where the applicant holds an appropriate design organisation approval, the declaration of point (d)
shall be made according to the provisions of Subpart J.
For a particular project and as part of the technical familiarisation, the applicant provides a
certification programme that includes:
1.1
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1.2
2.
The certification programme can be developed step by step, when the information needed
is not available at the beginning of the project.
3.
For a simple project, the certification programme can be proposed with the application.
4.
Means of Compliance
MC0 :
- Compliance statement
- Reference to Type Design
documents
- Recorded statements
....
- Definitions
MC1:
Design review
- Descriptions
- Drawings
MC2:
Calculation/ Analysis
- Substantiation reports
MC3:
Safety assessment
- Safety analysis
MC4:
Laboratory tests
MC5:
Ground tests on
- Test programmes
related product
- Test reports
MC6:
Flight tests
- Test interpretations
MC8:
Simulation
MC7:
Design inspection/
Tests
Inspection
audit
Equipment qualification
MC9:
Equipment
qualification
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2.
a statement by the applicant declaring that the document provides the proof of
compliance for which it has been created
3.
Each compliance document should have a number and issue date. The various issues of
a document should be controlled.
B - 10
3. no feature or characteristic makes it unsafe for the uses for which certification is requested; and
4. the type-certificate applicant has expressly stated that it is prepared to comply with point 21.A.44.
(d) In the case of an aircraft type-certificate, the engine or propeller, or both, if installed in the aircraft, have
a type- certificate issued or determined in accordance with this Regulation.
B - 11
(i) that materials and processes adequately conform to the specifications for the proposed type design;
(ii) that parts of the products adequately conform to the drawings in the proposed type design;
(iii) that the manufacturing processes, construction and assembly adequately conform to those specified in
the proposed type design; and
2. that the test equipment and all measuring equipment used for tests are adequate for the test and are
appropriately calibrated.
(c) The applicant shall allow the Agency to make any inspection necessary to check compliance with point
(b).
(d) The applicant shall allow the Agency to review any report and make any inspection and to perform or
witness any flight and ground test necessary to check the validity of the declaration of compliance
submitted by the applicant under point 21.A.20(d) and to determine that no feature or characteristic makes
the product unsafe for the uses for which certification is requested.
(e) For tests performed or witnessed by the Agency under point (d):
1. the applicant shall submit to the Agency a statement of compliance with point (b); and
2. no change relating to the test that would affect the statement of compliance may be made to a product,
part or appliance between the time compliance with point (b) is shown and the time it is presented to the
Agency for test.
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2. to determine whether there is reasonable assurance that the aircraft, its parts and appliances are
reliable and function properly for aircraft to be certificated under this Annex I (Part 21), except for,
(i) sailplanes and powered sailplanes;
(ii) balloons and airships defined in ELA1 or ELA2;
(iii) aeroplanes of 2 722 kg or less maximum take-off mass (MTOM).
(c) (Reserved)
(d) (Reserved)
(e) (Reserved)
(f) The flight tests prescribed in point (b)(2) shall include:
1. for aircraft incorporating turbine engines of a type not previously used in a type-certificated aircraft, at
least 300 hours of operation with a full complement of engines that conform to a type-certificate; and
2. for all other aircraft, at least 150 hours of operation.
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21.A.35(f)(1). At least 150 of the 300 flying hours should be conducted on a dedicated production
configured aircraft. The requirement for 300 hours relevant flight time whenever a new turbine
engine is incorporated applies regardless of whether the airframe/engine combination is subject to
a new type-certificate or is to be certificated as a change or supplement to an existing typecertificate.
21.A.41 Type-certificate
The type-certificate and restricted type-certificate are both considered to include the type design, the
operating limitations, the type-certificate data sheet for airworthiness and emissions, the applicable typecertification basis and environmental protection requirements with which the Agency records compliance,
and any other conditions or limitations prescribed for the product in the applicable certification
specifications and environmental protection requirements. The aircraft type- certificate and restricted typecertificate, in addition, both include the type-certificate data sheet for noise. The engine type- certificate
data sheet includes the record of emission compliance.
21.A.47 Transferability
Transfer of a type-certificate or restricted type-certificate may only be made to a natural or legal person
that is able to undertake the obligations under point 21.A.44, and, for this purpose, has demonstrated its
ability to qualify under the criteria of point 21.A.14.
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2. the certificate not being surrendered or revoked under the applicable administrative procedures
established by the Agency.
(b) Upon surrender or revocation, the type-certificate and restricted type-certificate shall be returned to the
Agency.
21.A.55 Record keeping
All relevant design information, drawings and test reports, including inspection records for the product
tested, shall be held by the type-certificate or restricted type-certificate holder at the disposal of the
Agency and shall be retained in order to provide the information necessary to ensure the continued
airworthiness and compliance with applicable environmental protection requirements of the product.
21.A.57 Manuals
The holder of a type-certificate or restricted type-certificate shall produce, maintain and update master
copies of all manuals required by the applicable type-certification basis and environmental protection
requirements for the product, and provide copies, on request, to the Agency.
B - 15
B - 16
C-1
C-2
D-1
2. INTRODUCTION
2.1
21.A.91 proposes criteria for the classification of changes to a type design as minor and
major.
(i)
(ii)
2.2
For an ETSO authorisation, 21.A.611 gives specific additional requirements for design
changes to ETSO articles.
For APU, this GM should be used.
3.2
D-2
3.3
(ii)
(iii)
Where the demonstration of compliance uses methods that have not been
previously accepted as appropriate for the nature of the change to the product or
for similar changes to other products designed by the applicant.
(iv)
Where the extent of new substantiation data necessary to comply with the
applicable certification specifications and the degree to which the original
substantiation data has to be re-assessed and re-evaluated is considerable.
(v)
(vi)
(vii)
Where the change introduces or affects functions where the failure effect is
classified catastrophic or hazardous
Note 1: The design change previously classified minor and approved prior to the
airworthiness directive issuance decision needs no re-classification. However, the
Agency retains the right to review the change and re-classify/re-approve if found
necessary.
Note 2: These above conditions are an explanation of the criteria noted in 21.A.91.
For an understanding of how to apply the above conditions it is useful to take note
of the examples given in Appendix A to GM 21.A.91.
D-3
Those involved with classification should always be aware of the interaction between disciplines
and the consequences this will have when assessing the effects of a change (i.e., operations and
structures, systems and structures, systems and systems, etc.; see example in paragraph 2 (ii).
Specific rules may exist which override the guidance of these examples.
In the Part 21 a negative definition is given of minor changes only. However in the following list of
examples it was preferred to give examples of major changes.
Where in this list of examples the words has effect or affect(s) are used, they have always to be
understood as being the opposite of no appreciable effect as in the definition of minor change in
21.A.91. Strictly speaking the words has appreciable effect and appreciably affect(s) should
have been used, but this has not been done to improve readability.
1. Structure
(i)
changes such as a cargo door cut-out, fuselage plugs, change of dihedral, addition of
floats;
(ii)
(iii)
changes that adversely affect fatigue or damage tolerance or life limit characteristics;
(iv)
2. Cabin Safety
(i)
changes which introduce a new cabin layout of sufficient change to require a reassessment of emergency evacuation capability or which adversely affect other aspects of
passenger or crew safety.
Items to consider include, but are not limited to, :
- changes to or introduction of dynamically tested seats.
- change to the pitch between seat rows.
- change of distance between seat and adjacent obstacle like a divider.
- changes to cabin lay outs that affect evacuation path or access to exits.
- installation of new galleys, toilets, wardrobes, etc.
- installation of new type of electrically powered galley insert.
(ii)
changes to the pressurisation control system which adversely affect previously approved
limitations.
3. Flight
Changes which adversely affect the approved performance, such as high altitude operation, brake
changes that affect braking performance.
Changes which adversely affect the flight envelope.
Changes which adversely affect the handling qualities of the product including changes to the
flight controls function (gains adjustments, functional modification to software) or changes to the
flight protection or warning system.
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4. Systems
For systems assessed under CS 25.1309, the classification process is based on the functional
aspects of the change and its potential effects on safety.
(i)
(ii)
Where failure effect is 'major', the change should be classified as major if:
-
aspects of the compliance demonstration use means that have not been
previously accepted for the nature of the change to the system; or
The assessment of the criteria for software changes to systems also needs to be performed.
When software is involved, account should be taken also of the following guidelines:
Where a change is made to software produced in accordance with the guidelines of the latest
edition of AMC 20-115 (see AMC-20 document) the change should be classified as major if either
of the following apply, and the failure effect is Catastrophic, Hazardous or Major:
(i)
the executable code for software, determined to be Level A or Level B in accordance with
the guidelines, is changed unless that change involves only a variation of a parameter
value within a range already verified for the previous certification standard; or
(ii)
(iii)
the executable code, determined to be level C, is deeply changed, e.g., after a software
re-engineering process accompanying a change of processor.
For software developed to guidelines other than the latest edition of AMC 20-115, the applicant
should assess changes in accordance with the foregoing principles.
For other codes the principles noted above may be used. However, due consideration should be
given to specific certification specifications/interpretations.
5. Propellers
Changes to:
-
diameter
airfoil
planform
material
6. Engines
Changes:
(i)
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(ii)
that affect or introduce parts identified by CS E-510 where the failure effect has been
shown to be hazardous.
(iii)
that affect or introduce engine critical parts (CS E-515) or their life limits.
(iv)
to a structural part which requires a re-substantiation of the fatigue and static load
determination used during certification.
(v)
to any part of the engine which adversely affects the existing containment capability of the
structure.
(vi)
that adversely affect the fuel, oil and air systems, which alter the method of operation, or
require reinvestigation against the type-certification basis.
(vii)
adversely affect fatigue evaluation unless the service life or inspection interval are
unchanged. This includes changes to materials, processes or methods of manufacture of
parts, such as
(ii)
rotor blades
gears
drive shafts
couplings
affect systems the failure of which may have hazardous or catastrophic effects. The
design assessment will include:
(iii)
cooling system
lubrication system
rotor controls
adversely affect the results of the rotor drive system endurance test, the rotor drive
system being defined in CS 27/29.917.
(iv)
adversely affect the results of the shafting critical speed analysis required by CS
27/29.931.
8. Environment
The introductory text to Appendix A to GM 21.A.91 describes how in Part 21 a negative definition
is given of minor changes only. This philosophy is similar to the manner in which the ICAO
Standards and Recommended Practices for environmental protection (ICAO Annex 16) and the
associated Guidance Material (ICAO Environmental Technical Manual) define changes affecting a
products environmental characteristics in terms of no-acoustical changes and no-emissions
D-6
changes (i.e. changes which do not appreciably affect the products environmental
characteristics).
Following the general philosophy of this Appendix, however, it is preferred to give examples of
changes which might have an appreciable effect on a products environmental characteristics (i.e.
the effect might be greater than the no-acoustic change and no-emissions change criteria) and
might therefore lead to a major change classification.
Where a change is made to an aircraft or aircraft engine, the effect of the change on the products
environmental characteristics should be taken into account. Examples of changes that might have
an appreciable effect on the products environmental characteristics, and might therefore be
classified as a major change, are listed below. The examples are not exhaustive and will not, in
every case, result in an appreciable change to the products environmental characteristics, and
therefore, will not per-se and in every case result in a major change classification.
An appreciable effect is considered to be one which exceeds the ICAO criteria for a no-acoustical
change or a no-emissions change. For the definition of a no-acoustical change refer to the section
of the ICAO Environmental Technical Manual, Volume I (ICAO Doc 9501, Volume I Procedures
for the Noise Certification of Aircraft) concerning changes to aircraft type designs involving noacoustical changes (see also the definitions of a derived version in ICAO Annex 16, Volume I).
For the definition of a no-emissions change refer to the section of the ICAO Environmental
Technical Manual, Volume II (ICAO Doc 9501, Volume II Procedures for the Emissions
Certification of Aircraft Engines) concerning no-emissions changes.
(i)
a reduction in the noise certification level(s) for which the applicant wishes to take
credit.
Examples of noise-related changes that might lead to a major change classification are:
(1)
For jet and heavy (maximum take-off mass greater than 8618 kg) propeller-driven
aeroplanes:
-
D-7
A change that alters the external profile of the aircraft, including the
installation or change of shape or size of any item on the external surface
of the aircraft that might protrude into the airflow such as winglets and
vortex generators; generally the installation of small antennas does not
represent an acoustical change;
A change that causes a change to the angle at which air flows into the
propeller.
(2)
A change that increases the aircrafts drag (e.g. the installation of external
cargo pods, external fuel tanks, larger tyres to a fixed undercarriage,
floats etc.);
D-8
A change that causes a change to the angle at which air flows into the
propeller.
(3)
For helicopters:
-
A change to the maximum normal operating rpm of the main or tail rotors;
Note: The effect on the helicopters noise characteristics of either carrying external
loads or the installation of external equipment need not be considered.
(ii)
D-9
A change to the compressor that might influence the combustor inlet conditions
and engine overall pressure ratio;
(ii)
(iii)
modifications to the fuel system and tanks (number, size and configuration);
(iv)
D - 10
D - 11
21.A.92 Eligibility
(a) Only the type-certificate holder may apply for approval of a major change to a type design under this
Subpart; all other applicants for a major change to a type design shall apply under Subpart E.
(b) Any natural or legal person may apply for approval of a minor change to a type design under this
Subpart.
21.A.93 Application
An application for approval of a change to a type design shall be made in a form and manner established
by the Agency and shall include:
(a) A description of the change identifying:
1. all parts of the type design and the approved manuals affected by the change; and
2. the certification specifications and environmental protection requirements with which the change has
been designed to comply in accordance with point 21.A.101.
(b) Identification of any re-investigations necessary to show compliance of the changed product with the
applicable certification specifications and environmental protection requirements.
GM 21.A.93(b) Major Changes: Application
Identification of re-investigations necessary to demonstrate compliance does not mean the
demonstrating of compliance itself, but the list of affected certification specifications for which a
new demonstration is necessary, together with the means (calculation, test or analysis) by which it
is proposed to demonstrate compliance.
D - 12
(b) Approval of a major change in a type design is limited to that or those specific configuration(s) in the
type design upon which the change is made.
2.
For major changes not requiring long and complex compliance demonstration activities, a
certification programme, as described in AMC 21.A.20(b), can be submitted with the
application in a simplified format. The certification programme should contain at least the
following elements:
-
Purpose of change
Description of change
Applicability
D - 13
(ii) the assumptions used for certification of the product to be changed do not remain valid.
2. Each area, system, part or appliance that the Agency finds is not affected by the change.
3. Each area, system, part or appliance that is affected by the change, for which the Agency finds that
compliance with an airworthiness code described in point (a) would not contribute materially to the level of
safety of the changed product or would be impractical.
(c) An applicant for a change to an aircraft (other than a rotorcraft) of 2 722 kg (6 000 lbs) or less
maximum weight or to a non-turbine rotorcraft of 1 361 kg (3 000 lbs) or less maximum weight may show
that the changed product complies with the type-certification basis incorporated by reference in the typecertificate. However, if the Agency finds that the change is significant in an area, the Agency may
designate compliance with an amendment to the type- certification basis incorporated by reference in the
type-certificate, in effect at the date of the application, and any certification specification that the Agency
finds is directly related, unless the Agency also finds that compliance with that amendment or certification
specification would not contribute materially to the level of safety of the changed product or would be
impractical.
(d) If the Agency finds that the airworthiness code in effect at the date of the application for the change
does not provide adequate standards with respect to the proposed change, the applicant shall also
comply with any special conditions, and amendments to those special conditions, prescribed under the
provisions of point 21.A.16B, to provide a level of safety equivalent to that established in the airworthiness
code in effect at the date of the application for the change.
(e) An application for a change to a type-certificate for large aeroplanes and large rotorcraft is effective for
five years, and an application for a change to any other type-certificate is effective for three years. In a
case where the change has not been approved, or it is clear that it will not be approved under the time
limit established under this point, the applicant may:
1. file a new application for a change to the type-certificate and comply with all the provisions of point (a)
applicable to an original application for a change; or
2. file for an extension of the original application and comply with the provisions of point (a) for an effective
date of application, to be selected by the applicant, not earlier than the date which precedes the date of
approval of the change by the time period established under this point for the original application for the
change.
(f) If an applicant chooses to comply with a certification specification of an amendment to the airworthiness
codes that is effective after the filing of the application for a change to a type, the applicant shall also
comply with any other certification specification that the Agency finds is directly related.
D - 14
Chapter 1. Introduction
1. Purpose
a.
The Agency wrote this GM to provide guidance for establishing the type-certification basis
for changed aeronautical products in accordance with 21.A.101 and to help identify if it will
be necessary to apply for a new type-certificate (TC) under
describes the process for establishing the type-certification basis for changes to type
certificates or restricted type-certificates, supplemental type certificates (STC) and
amended STCs, detailing evaluations, classifications, and decisions made throughout the
process.
b.
Chapter 1 explains the purpose of this GM, describes its content, specifies the
intended audience, and clarifies which changes are within the scope of
applicability of this GM. Chapter 1 also contains definitions and terminology used
in this GM for application of 21.A.101 and 21.A.19.
(2)
(3)
(4)
(5)
D - 15
(6)
(7)
(8)
Appendix D contains figures and tables considered useful for understanding of the
basic terms used and their mutual relations to assist correct application of this
GM.
(9)
c.
This GM describes an acceptable means, but not the only means to comply with 21.A.101
and 21.A.19. However, if an applicant chooses to use the means described in this GM,
they must follow it entirely.
2. Audience
This GM is for applicants applying for:
-
major changes to type design of products under 21.A.97 and to type design of Auxiliary
Power Units (APUs) under 21.A.604(b)),
3. Applicability
a.
Reserved.
b.
This GM applies to major type design changes under 21.A.101 for aeronautical products
type-certificated, restricted type-certificated, supplemental type-certificated or ETSO
approved (APU) under Part 21 (ref.
application for the type-certification basis of the airworthiness code of the applicable CS
(CS-VLA, CS-22, CS-23, CS-25 etc.).
c.
Minor type design changes are automatically considered not significant under 21A.101(b)
and the existing type-certification basis is considered adequate for their approval under
21A.95.
d.
Reserved.
e.
For the purpose of this GM, the term aeronautical products, or products, means typecertificated or restricted type-certificated aircraft, engines, and propellers or ETSO
approved APUs.
D - 16
f.
D - 17
Significant change A change to the type-certificate significant to the extent that it changes at
the product level one or more of the following: general configuration, principles of construction, or
the assumptions used for certification, but not to the extent to be considered a substantial change.
The significance of the change must be considered in the context of all previous relevant design
changes and all related revisions to the certification specifications of the applicable airworthiness
code. Not all product level changes are significant.
Significant change in an area (for excepted aircraft under 21.A.101(c) only) A change in an
area is significant if the general configuration or the principles of construction in that area are not
retained, or the assumptions used for certification of that area do not remain valid.
Substantial change A change which is so extensive that a substantially complete investigation
of compliance with the applicable type-certification basis is required, and consequently a new type
certificate, in accordance with 21.A.19.
Type-certification basis The certification specifications of the applicable airworthiness code as
established in 21.A.17 and 21.A.101, as appropriate; special conditions; and equivalent level of
safety findings applicable to the product to be certificated.
21.A.19 requires an applicant to obtain a new type-certificate (TC) for a changed product
if the change in design, power, thrust, or weight is found by the Agency so extensive that
a substantially complete investigation of compliance with the applicable type-certification
basis is required.
b.
Changes that require a substantial re-evaluation of the products compliance findings are
referred to as substantial changes. For guidance, see Section 3 of Chapter 3.
Appendix A to this GM provides examples of type design changes that will require
application for a new TC.
c.
If the Agency has determined through 21.A.19 that the proposed design change does not
require a new TC, see 21.A.101 for the applicable implementing rules to establish the
type-certification basis for the proposed design change. For guidance, see Chapter 3 and
the examples in Appendix A of this GM.
2. 21.A.101
a.
of
the airworthiness code that is applicable to the changed product and that is in effect at
the date of the application for the change, unless the change meets the criteria for the
exceptions identified in 21.A.101(b) and (c) or compliance with certification specifications
of later effective amendments is chosen by the applicant or required under 21.A.101(e)
and (f). The intent of 21.A.101 is to enhance safety through the incorporation of the latest
D - 18
regulatory standards in the type-certification basis for changed products to the greatest
extent practicable.
b.
an area, system, part or appliance is not affected by the change (see 21.A.101 (b)
(2)), or
compliance with the latest amendment for a significant change does not contribute
materially to the level of safety (see 21.A.101(b)(3)), or
c.
Note that earlier amendments may not precede the corresponding amendment of the
airworthiness code incorporated by reference in the type-certificate.
d.
do
not
contain
21.A.101(b)(1)(i) and (ii) describe the automatic criteria establishing that a change is
significant.
f.
applicant
can also elect to comply, or may be required to comply, with a later amendment.
See Chapter 4, Section 2 in this GM for specific guidance on this provision.
g.
21.A.101(d) provides for the use of special conditions, under 21.A.16B, when the
proposed amendment of the applicable airworthiness code and any later amendment do
not provide adequate standards to the proposed change.
h.
21.A.101(e) prescribes the effective period an application will remain valid for a change.
This section is consistent with the requirements of 21.17 for a new TC.
i.
D - 19
the application for a change to a type, the applicant shall also comply with any other
certification specification that the Agency finds is directly related.
1. Overview
a.
Both the applicant and the Agency have responsibility under 21.A.101(a) and (b). The
applicant must demonstrate that the change complies with the latest applicable
certification specifications unless use of an exception per 21.A.101(b) is justified. If an
exception is proposed, the applicant should make a preliminary classification whether the
change is significant or not significant, and propose an appropriate type-certification basis.
The Agency determines whether the applicants classification of the change and proposal
for the type-certification basis are consistent with the applicable rules and their
interpretation, but should not be dependent on whether the TC holder or applicant for a
STC is originating the change. The type-certification basis can vary depending on the
magnitude and scope of the change. The steps below present a streamlined approach for
making this determination. In addition to assisting in the determination of significance and
establishing the type-certification basis, this guidance will help to establish the appropriate
amount of coordination required between the applicant and the Agency.
b.
c.
In cases where the examples in Appendix A are not applicable for the proposed change,
use the following steps in conjunction with Figure 1 on the next page to establish the
appropriate type-certification basis for the type design change.
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D - 21
2. Step 1 of Figure 1. Identify the proposed type design change to an aeronautical product
a.
Prior to describing the proposed change(s), it is important to clearly identify the type
design configuration to be changed. A series of derivative aircraft, engines, or propellers
(for example, x-100, x-200, x-300) may evolve based on predecessor type designs, each
with its own design changes that make it distinct from the other series. The applicant
should identify which model or series within that model is the specific configuration that
will be modified.
Note:
b.
D - 22
consider all previous related design changes and the amendment level of the typecertification basis for these changes.
Note 1: By definition all previously incorporated changes have been approved. The
purpose of step 1 is to consider the net cumulative effect of the changes since the
last time the certification basis for the changed/affected area was upgraded from
that of the original type design.
Note 2: Substantiating data for the proposed type design change can include compliance
findings from a previously approved design change, in supporting compliance
findings for the proposed change. However, for the purpose of classifying the
proposed design change, such previously approved design and compliance data
should be now considered in relation to the proposed type design change and
should be taken into account as a part of the proposed design change
classification.
c.
When identifying the changes being proposed as part of a modification, consider previous
relevant changes that create a cumulative effect, as these may influence the decisions
regarding substantial and significant changes later in the process. By previous relevant
changes those design changes are meant whose effects accumulate, such as successive
thrust increases, incremental weight increases, or sectional increases in fuselage length.
Any previous relevant design changes in the area affected by the current change that did
not involve an upgrade of the existing type-certification basis should be taken into account
in the next design change proposal.
(1)
(2)
Example 2: The TC for aeroplane model X lists three series, namely X-300, X200, and X-100. The X-300 is a derivative of the X-200 which is a derivative of the
original X-100 series. An applicant proposes a design change to the X-300 series
aeroplane. During the review of the X-300 type-certification basis and the
certification specifications affected by the proposed change, it was identified that
one certification specification, CS-25.571 (damage tolerance), remained at the
same amendment level as the X-100 original type-certification basis (derogation
from 21.A.101(a) was allowed). Since the amendment level for this particular
D - 23
certification specification was not changed for the two subsequent aeroplane
series (X-200 and X-300), the cumulative effects of these two previous design
changes that are related to the proposed change and the damage tolerance
requirements should now be addressed.
d.
To identify and describe the proposed changes to any aeronautical product, use a highlevel description of the design change that characterises the intent of, or the reason for,
the change. No complex technical details are necessary at this stage. For example, a
proposal to increase maximum passenger-carrying capacity may require an addition of a
fuselage plug, and as such a fuselage plug becomes one possible high-level description
of this design change. Similarly, a thrust increase, a complete new interior, an avionics
system upgrade, or a passenger-to-cargo conversion are all high-level descriptions that
characterise typical changes to the aircraft, each driven by a specific goal, objective or
purpose.
e.
Evolutionary Changes. Evolutionary changes that occur during the course of a certification
programme may require re-evaluation of the type-certification basis and may result in reclassification of the change. That is, any evolution in the proposed design change after the
type-certification basis has been agreed to (or established) will necessitate a revisit of the
type-certification basis to ensure that evolved aspects of the design change are still
covered by the agreed upon certification basis.
a.
21.A.19 requires an applicant to apply for a new TC for a changed product if the proposed
change in design, power, thrust, or weight is so extensive that a substantially complete
investigation of compliance with the applicable regulationstype-certification basis is
required. A new TC could be required for either an extensive change to a previously typecertificated product or for a changed design derived through the cumulative effect of a
series of design changes from a previously type-certificated product.
b.
D - 24
To address the question if a change is substantial at the beginning of the process, the
applicant should evaluate the total or combined effect of all the proposed changes
identified in Step 1, including the cumulative effects of previous relevant design changes
since the last update of the type-certification basis (as explained in Step 1).
d.
If it is not initially clear that a new TC is required, Appendix A provides some examples of
substantial changes to aid in this classification. A substantial change requires application
for a new TC under 21.A.17 and 21.A.19. If the change is not substantial, then follow the
21.A.101 process.
a.
The applicant can upfront elect to use the latest certification specifications for their
proposed type design change. If the latest certification specifications are used, the
applicant will meet the intent of 21.A.101 and no further classification (significant or not
significant) and justification is needed. However, the decision to voluntarily comply with
the latest certification specifications for a design change sets a new regulatory baseline
for all future related changes in the same affected area. Even though one applicant elects
to use the latest certification specifications, another applicant could apply 21.A.101 for a
similar design change proposal, and use the exceptions in accordance with 21.A.101(b). If
the latest certification specifications are not used, then proceed as follows:
a.
Once the proposed changes are identified using high-level descriptions, the next step is to
determine if any of these changes are related to each other. Related changes are those
that cannot exist without one another, are co-dependent, or a prerequisite of one another.
For example, a need to carry more passengers could require the addition of a fuselage
D - 25
plug, which will result in a weight increase, and may necessitate a thrust increase. Thus
the fuselage plug, weight increase and thrust increase are all related high-level changes
that will be needed to achieve the goal of carrying more passengers. A decision to
upgrade the cockpit to more modern avionics at the same time as these other design
changes may be considered unrelated, as the avionics upgrade is not necessarily needed
to carry more passengers (it has a separate purpose, likely just modernisation). The
proposed avionics upgrade would then be considered an unrelated (or a stand-alone)
change. However, the simultaneous introduction of a complete new interior may be
considered related since a cabin length change will have an impact on occupant safety
considerations. Even if a new cabin interior is not included in the product level change, the
functional effect of the fuselage plug has implications on occupant safety (e.g., the
dynamic environment in an emergency landing, emergency evacuation, etc.), and thus the
cabin interior becomes an affected area.
b.
Once the change(s) are organised into groupings of those that are related and those that
are unrelated (or stand-alone), the applicant is ready for Step 5 of Figure 1. The grouping
of related and unrelated changes is particularly relevant to the significant Yes/No
decision, (21.A.101(b)(1)), described in Step 5 of Figure 1. Each group of related changes
and each unrelated (stand-alone) change is evaluated on its own merit for significance.
c.
After describing the groupings and the associated or supporting technical details for each
change, the applicant should identify areas, systems, parts or appliances of the product
that are affected by the design change and the corresponding certification specifications
associated with these areas. For each group, the applicant should assess the physical
and/or functional effects of the change on other areas, systems, parts, or appliances of
the product. The characteristics affected by the change are not only physical changes, but
also functional changes brought about by the physical changes. Examples of physical
aspects are: structures, systems, parts and appliances, software in combination with the
affected hardware. Examples of functional characteristics are performance, handling
qualities, aeroelastic characteristics, and emergency egress. The intent is to encompass
all aspects where there is a need for re-evaluation, that is, where the substantiation
presented for the product being changed should be updated or rewritten.
D - 26
a.
(2)
(3)
The word assumptions in 21.A.101 bears a meaning different from CS E30 and CS-P-30. CS-E and CS-P address the conditions that may be
imposed on the engine or propeller when it is eventually installed in the
aircraft and are published in the installation manual.
b.
The above criteria are used to determine if each change grouping and each stand-alone
change is significant. These three criteria are assessed at the product level. In applying
the automatic criteria the applicant should focus on the design change itself.
Consideration of only the regulatory importance or safety benefit of the latest certification
specifications is not a justification by itself to cause a design change to be classified or reclassified as a significant change.
c.
Appendix A includes tables of typical changes for large aeroplanes, small aeroplanes,
rotorcraft, and engines/propellers that meet the definition of significant. The appendix also
includes typical changes that do not achieve the significant level. In these tables, one or
D - 27
more of the three automatic criteria in 21.A.101(b)(1) apply for each case where the
changes are identified as significant. Experience has shown the concept of having only
the three automatic criteria seems to fit most projects. The tables can be used in one of
two ways:
(1)
(2)
d.
Design changes can trigger one or more of the automatic criteria listed in 21.A.101(b)(1)(i)
and (ii) for the proposed design change. When assessing the design change grouping,
consider the cumulative effect of previous relevant design changes. Design changes may
have been incorporated over time with no change in the type-certification basis and the
final product may be significantly different than would be represented by the existing typecertification basis.
e.
Each grouping of related changes and each unrelated (stand-alone) change, identified
using high-level descriptions, will be evaluated to determine if it is a significant or not
significant change. Use the tables in Appendix A as guidance to make the classification of
significant or not significant. Only when one or more of the three criteria is met, the type
design change can be considered significant for that grouping or unrelated change. The
starting point for assessing the cumulative effects of previous relevant design changes is
from the last time the applicable certification specifications in the type-certification basis
for the affected area, system, part, or appliance were upgraded.
f.
Typically, a change to a single area, system, part or appliance may not result in a product
level change. However, there may be distinct cases where the change to a single system
or part may, in fact, result in a significant change due to its effect on the product overall.
Examples may include addition of winglets, leading edge slats or change in primary flight
controls to fly-by-wire system.
g.
D - 28
(1)
In some cases the change which restores functionality may in fact contribute
materially to the level of safety by meeting a later amendment. If this is the case, it
would not be considered a secondary change.
(2)
h.
A new model number designation to a changed product is not necessarily indicative that
the design change is significant under 21.A.101. Conversely, retaining the existing model
designation does not mean that the design change is not significant. All changes are
considered in light of the magnitude of the type design change.
i.
j.
At this point, the determination of significant or not significant for each of the groupings of
related changes and each stand-alone change has been made. For significant changes, if
the applicant proposes to comply with an earlier requirement, the procedure outlined in
paragraph 7 below should be used.
b.
If the classification of the change is significant, all areas, systems, parts or appliances
affected by the change must comply with certification specifications of the applicable
airworthiness code at the amendment level in effect on the date of application for the
change. The applicant will need to show that an area, system, part or appliance is not
affected by the change to justify use of the exception in 21.A.101(b)(2) (see Section 9 for
guidance on whether or not an area is affected by the proposed change).
D - 29
c.
Reserved.
d.
e.
Reserved.
f.
The applicant should provide acceptable justification for the application of earlier
amendments for areas affected by a significant change. Your justification should show
that compliance with later amendment in these areas would not contribute materially to
the level of safety or would be impractical. Such justification should address all the
aspects of the area, system, part or appliance affected by the significant change.
g.
The final type-certification basis may combine certification specifications at the latest
amendment level, earlier (intermediate) amendment levels, and the amendment level of
the existing type-certification basis, but cannot contain certification specifications
preceding the existing type-certification basis.
h.
Note that should an applicant decide to use the latest certification specifications without
any exceptions, no further evaluations and justifications are needed. In such a case,
proceed to step 8 (Section 11).
a.
When a change is classified not significant, the rule (21.A.101(b)(1)) allows the use of the
earlier certification specifications, but not dated prior to the existing type-certification
basis. Within this limit, the applicant is allowed to propose an amendment level for each
certification specification for the affected area. However, the applicant should be aware
that their proposal for the type-certification basis will be reviewed by the Agency to ensure
that the type-certification basis is adequate for the proposed change (see paragraph 8.d).
b.
Reserved
c.
When choosing the above option of the existing type-certification basis, an applicant can
elect to comply with a specific certification specification or a subset of certification
specifications at later amendments. In such a case, the applicant should consult with the
Agency to ensure the type-certification basis includes other certification specifications that
are directly related. Some later certification specifications may be less restrictive;
therefore, the applicant may see advantage in using them on the elect to comply basis.
However, the applicant is recommended not to make a final decision until they have
learned from the Agency which other certification specifications are considered directly
related.
D - 30
d.
For a design change that contains features which are not covered in the proposed typecertification basis, i.e. when the type-certification basis is not considered adequate (see
the definition of adequate type-certification basis in Chapter 1, Section 4), the Agency
will
designate
the
applicable
certification
specifications
at
the
appropriate
amendment level, beginning with the existing type certification basis and progressing to
the most appropriate later amendment level for the change. For a change that contains
new design features that are novel or unusual, for which there is no later applicable
certification specification, the Agency will designate special conditions.
a.
An unaffected area is any area, system, part, or appliance that is not affected by the
proposed type design change. For a type design change, it is important that the effects of
such change on other areas, systems, parts, or appliances of the product are properly
assessed because areas that have not been physically changed may still be considered
part of the affected area. If a new compliance finding is required, regardless of its
amendment level, it is an affected area. If the significant change does not affect the area,
then the type-certification basis of that area does not need to be revisited, in other words,
the unaffected area continues to comply with the existing amendment level without further
substantiation.
b.
To determine whether an area is affected or not, consider the following aspects of a type
design change:
(1)
(2)
D - 31
unchanged fuel tanks being affected. Thus, the entire fuel system (changed and
unchanged areas) becomes part of the affected area due to the change in
functional characteristics.
Note:
Substantiating data for the affected area for a proposed type design change can
include compliance findings from a previously approved design change, in
supporting compliance findings for your proposal. However, your proposal to use
previously approved compliance data must be considered part of the entire
proposed type design change and should be approved as part of your proposed
design change.
c.
All areas affected by the proposed design change must comply with the latest certification
specifications, unless the applicant can show that demonstrating compliance with the
latest amendment of a certification specification would not contribute to the level of safety
or would be impractical. Step 7 provides further explanation.
10. Step 7 of Figure 1. Are the latest certification specifications practical and do they
contribute materially to the level of safety?
a.
Contribute materially to the level of safety. Compliance with the latest certification
specifications could be considered not to contribute materially to the level of safety if the
existing type design and/or relevant experience demonstrates a level of safety
comparable to that provided by the latest certification specifications. The applicant should
provide sufficient justification to allow the Agency to make this determination. This
exception could be applicable in the situations described in the paragraphs below:
Note:
Compliance with later certification specifications would not be required where the
amendment is of administrative nature and has been made only to correct
inconsequential errors or omissions, consolidate text, or clarify an existing
certification specification.
(1)
Design features that exceed the existing type-certification basis specifications, but
do not meet the latest certification specifications, can be used as a basis for
granting an exception under the does not contribute materially exception. These
design features, if accepted as a justification for an exception, must be
incorporated in the amended type design configuration and recorded in the TCDS
D - 32
For example, when a small fuselage plug is added, additional seats and
overhead bins are likely to be installed, and the lower cargo hold
extended. These components may be identical to the existing
components. The level of safety may not materially increase by applying
the latest certification specifications.
(3)
There may be cases for rotorcraft and small aeroplanes where relevant
data may not be sufficient or not available at all because of the reduced
utilisation and the different amount and type of data available. In such
cases, other service history information may provide sufficient data to
justify the use of earlier certification specifications, such as: warranty,
D - 33
repair, and parts usage data; accident, incident, and service difficulty
reports; Service Bulletins; airworthiness directives; or other pertinent and
sufficient data collected by the manufacturers, authorities, or other
entities.
b.
(2)
(3)
D - 34
b)
a.
Regardless of whether the change is significant or not, the applicants proposed typecertification basis may be deemed inadequate that is, the change includes features or
characteristics that were not foreseen during the initial (or previously approved) typecertification. These features or characteristics, if not adequately addressed, may make the
product unsafe for the uses for which certification is requested. This would obstruct
issuance of the requested approval for the change. The change must comply with later
standards (such as, a later amendment or a special condition). An example is adding a
D - 35
flight critical system such as an electronic air data display on CS-25 aeroplane whose
existing type-certification basis did not have lightning protection certification specifications.
In this case, compliance with the certification specification for lightning protection will be
required, even though this is not a significant change.
b.
In cases where inadequate or no certification specifications exist for the change in the
proposed type-certification basis, but adequate standards exist in a subsequent
amendment of the applicable airworthiness code, the subsequent amendment will be
made part of the type-certification basis to assure its adequacy.
c.
d.
Reserved
e.
D - 36
b. However, the Agency may allow the applicant to comply with an earlier amendment to the
airworthiness code initially designated or with the existing type-certification basis if the Agency
agrees to the applicants justification.
c. For a design change to an excepted product that contains new features, which are not covered
in the existing type-certification basis, the Agency will designate the applicable certification
specifications at the appropriate amendment level, beginning with the existing type-certification
basis and progressing to the most appropriate later amendment level for the change. For a
change that contains new design features that are novel and unusual for which there are no later
applicable certification specifications at a later amendment level, the Agency will designate special
conditions per 21.101(d).
d. The exception provided for excepted products under 21.A.101(c) applies at the aircraft level
only. Design changes to type-certificated engines and propellers installed on these excepted
aircrafts are assessed as separate products using 21.A.101(a) and (b).
D - 37
1.
File a new application for a change to the type-certificate and comply with all the
provisions of paragraph 21.A.101 (a) applicable to an original application for a change; or
2.
File for an extension of the original application and comply with the provisions of
paragraph (a) for an effective date of application, to be selected by the applicant, not
earlier than the date which precedes the date of approval of the change by the time period
established under this subparagraph for the original application for the change.
This is consistent with the requirements of 21.A.17 for a new TC and defines the process of
updating the type-certification basis if these time limits are exceeded.
6. Reserved
7. Documentation.
All changes that result in a revision to the products type-certification basis should be reflected on
the amended TC or STC. The resulting type-certification basis should be retained as it forms part
of the compliance record required by the applicable Agencys internal working procedures.
D - 38
Appendix A to GM 21.A.101
The following examples of substantial, significant and not significant changes are adopted by the
Federal Aviation Administration (FAA), European Aviation Safety Agency (EASA) and Transport
Canada Civil Aviation (TCCA) through an international collaboration. The classification may
change due to cumulative effects and/or combinations of individual changes. The N/A indicated
in the substantial example tables indicates Not Applicable at the 21.A.19 Substantial evaluation
phase.
D - 39
Is there a
Change to
the General
Configuration
21A.101(b)(1
)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i
)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Change in wing
location (tandem,
forward, canard,
high/low)
N/A
N/A
N/A
N/A
N/A
N/A
Increase or decrease
in the number of
engines
N/A
N/A
N/A
Replacement of piston
or turbo-prop engines
with turbojet or
turbofan engines
N/A
N/A
N/A
Change in engine
configuration (tractor
to pusher)
N/A
N/A
N/A
D - 40
Notes
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
Increase from
subsonic to supersonic
flight regime
N/A
N/A
N/A
N/A
N/A
N/A
D - 41
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
The following examples are for SIGNIFICANT changes for Small Aeroplanes (CS-23):
Description of
change
Is there a
Change to
the General
Configurati
on?
21.A.101(b
)(1)(i)
Is there a
Change to
the Principles
of
Construction?
21.A.101(b)(
1)(i)
Yes
No
Have the
assumptions
used for
Certification
been
invalidated?
21.A.101(b)(
1(ii)
Yes
Changes in wing
configuration such as
change in dihedral,
changes in wing span,
flap or aileron span,
addition of winglets,
or increase of more
than 10% of the
original wing sweep at
the quarter chord
Yes
No
Yes
Changes to tail
configuration such as
the addition of tail
strakes or angle of
incidence of the tail
Yes
No
Yes
Yes
No
No
D - 42
Notes
Change in general
configuration.
Requires extensive
structural, flying
qualities and
performance
re-investigation.
Requires a new
AFM to address
performance and
flight
characteristics.
Change in general
configuration.
Likely requires
extensive changes
to wing structure.
Requires a new
AFM to address
performance and
flight
characteristics.
Note: Small
changes to wingtip
are not significant
changes. See table
for not significant
changes.
Change in general
configuration.
Likely requires
extensive changes
to tail structure.
Requires a new
AFM to address
performance and
flight
characteristics.
Note: Small
changes to tail are
not significant
changes.
Change in general
configuration.
Principles of
construction and
certification
assumptions
Passenger to freighter
configuration
conversion which
involves the
introduction of a
cargo door or an
increase in floor
loading of more than
20%, or provision for
carriage of passengers
and freight together
Replace reciprocating
engines with the same
number of turbopropeller engines
where the operating
envelope is expanded
Yes
No
Yes
No
No
Yes
No
No
Yes
The replacement of an
engine of higher rated
power or increase
thrust would be
considered significant
if it would invalidate
the existing
substantiation, or
would change the
primary structure,
aerodynamics, or
operating envelope
sufficiently to
invalidate the
assumptions of
certification
A change in the type
of material, such as
composites in place of
metal (or one
composite fiber
material system with
another (e.g., carbon
for fiberglass), for
primary structure
would normally be
assessed as a
No
Yes
Yes
No
Yes
Yes
D - 43
remain valid.
Change in general
configuration
affecting load
paths, aeroelastic
characteristics,
aircraft related
systems, etc.
Change in design
assumptions.
Invalidates
certification
assumptions.
Requires a new
AFM to address
performance and
flight
characteristics
Invalidates
certification
assumptions due
to changes in
operating
envelope and
limitations.
Requires a new
AFM to address
performance and
flight
characteristics.
Invalidates
certification
assumptions.
Requires a new
AFM to address
performance and
flight
characteristics.
Likely changes to
primary structure.
Requires extensive
construction reinvestigation.
Change in
principles of
construction and
design from
conventional
practices.
Likely change in
design/certification
assumptions
significant change
Change involving
appreciable increase
in design speeds Vd,
Vmo, Vc, or Va
No
No
Yes
No
No
Yes
No
No
Yes
No
No
Yes
Changes in
design/certification
assumptions.
Extensive
alteration of fuel
storage and
handling systems.
No
No
Yes
Certification
assumptions
invalidated.
Requires a new
AFM to address
performance and
flight
characteristics.
No
No
Yes
Changes in design
and certification
assumptions.
Requires extensive
systems
architecture and
integration reinvestigation.
Requires a new
AFM.
D - 44
Certification
assumptions
invalidated.
Requires a new
AFM to address
performance and
flight
characteristics.
Certification
assumptions
invalidated.
Requires a new
AFM to address
performance and
flight
characteristics
Certification
assumptions
invalidated.
Requires a new
AFM to address
performance and
flight
characteristics
Change to aeroplanes
cabin operating
altitude, or operating
pressure
No
No
Yes
Addition of cabin
pressurisation system
No
Yes
Yes
Yes
No
Yes
A change in the
required number of
flight crew, which
necessitates a
complete cockpit rearrangement, and/or
an increase in pilot
workload would be a
significant change.
Expansion of an
aircraft's operating
envelope
No
No
Yes
No
No
Yes
D - 45
An increase
greater than 10 %
in maximum cabin
pressure
differential
invalidates
certification
assumptions and
the fundamental
approach used in
decompression,
structural
strength, and
fatigue.
Extensive airframe
changes affecting
load paths, fatigue
evaluation, aero
elastic
characteristics,
etc. Invalidates
design
assumptions.
Emergency egress
certification
specifications
exceed those
previously
substantiated.
Invalidates
assumptions of
certification.
Extensive changes
to avionics and
aircraft systems.
Invalidates
certification
assumptions.
Requires a new
AFM.
An appreciable
expansion of
operating
capability would
normally be a
significant change
(e.g., an increase
in maximum
altitude limitation,
approval for flight
in known icing
conditions, or an
increase in
airspeed
limitations).
Merely operating a
product to an
expanded
Replacement of an
aviation gasoline
engine with an engine
of approximately the
same horsepower
utilising diesel fuel
No
No
Yes
Comprehensive flight
deck upgrade, such as
conversion from
entirely federated,
independent electromechanical flight
instruments to highly
integrated and
combined electronic
display systems with
extensive use of
software and/or
complex electronic
hardware
Introduction of
autoland
No
No
Yes
No
No
Yes
No
No
Yes
D - 46
Invalidates original
design
assumptions.
This modification
pertains to
fuselage and/or
wing limits, and
ageing aeroplane
concerns. An
increase from the
original life limit
which constitutes
a re-evaluation of
certification design
Extensive structural
airframe modification,
such as a large
opening in fuselage
Yes
No
No
Fuselage stretch or
shortening in the
cabin or pressure
vessel
Yes
No
Yes
Conversion from
normal category to
commuter category
aeroplane
Yes
No
Yes
D - 47
assumptions.
Requires extensive
changes to
fuselage structure,
affects aircraft
systems, and
requires a new
AFM to address
performance and
flight
characteristics.
Cabin interior
changes are
related changes
since occupant
safety
considerations are
impacted by a
cabin length
change. Even if a
new cabin interior
is not included in
the product level
change, the
functional effect of
the fuselage plug
has implications
on occupant safety
(e.g., the dynamic
environment in an
emergency
landing,
emergency
evacuation, etc.),
and thus the
existing cabin
interior becomes
an affected area.
In many cases this
change could be
considered a
substantial change
to the type design.
Therefore, a
proposed change
of this nature
would be subject
to Agency
determination
under 21.A.19.
The following examples are for NOT SIGNIFICANT changes for Small Aeroplanes (CS-23):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Addition of wingtip
modifications (not
winglets)
No
No
No
Installation of skis or
wheel skis
No
No
No
FLIR or surveillance
camera installation
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
D - 48
Notes
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Additional flight
or structural
evaluation may
be necessary but
the change does
not alter basic
aeroplane
certification.
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Structural strength
increases
No
No
No
Instrument Flight
Rules (IFR) upgrades
involving installation
of components
(where the original
certification does not
indicate that the
aeroplane is not
suitable as an IFR
platform, e.g., special
handling concerns)
Fuel lines, where
No
No
No
No
No
No
D - 49
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
engine horsepower is
increased but fuel
flow is not increased
beyond the certified
maximum amount
Fuel tanks, where
fuel is changed from
gasoline to diesel fuel
and tank support
loads are small
enough that an
extrapolation from
the previous analysis
would be valid.
Chemical
compatibility would
have to be
substantiated.
Limited changes in a
pressurisation
system, e.g., number
of outflow valves,
type of controller, or
size of pressurised
compartment, but the
system must be resubstantiated if the
original test data is
invalidated.
Install a quieter
exhaust system
Changes in engine
cooling or cowling
Changing fuels of
substantially the
same type: Such as
AvGas to AutoGas,
AvGas (80/87) to
AvGas (100LL),
Ethanol to Isopropyl
Alcohol, Jet B to Jet A
(although Jet A to Jet
B may be considered
significant due to the
fact that Jet B is
considered potentially
more explosive).
Fuels that specify
different levels of
conventional fuel
additives that do not
change the primary
fuel type. Different
additives (MTBE,
ETBE, ethanol,
amines, etc.) in
AvGas would not be
considered a
significant change.
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
No
No
No
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
D - 50
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
A change to the
maximum take-off
weight of less than 5
% unless
assumptions made in
justification of the
design are thereby
invalidated
No
No
No
An additional aileron
tab (e.g. on the other
wing)
No
No
No
No
No
No
No
No
No
Increased battery
capacity or relocate
battery
Replace generator
with alternator
Additional lighting
(e.g., navigation
lights, strobes)
Higher capacity brake
assemblies
Increase in fuel tank
capacity
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
D - 51
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
(Unless this
weight increase
would result in a
shift to
commuter
category.)
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Not a product
level change,
unless it is tied
with an increase
in gross weight.
Addition of an oxygen
system
Relocation of a galley
Passenger to freight
(only) conversion
with no change to
basic fuselage
structure
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
An alternative
autopilot
Addition of Class B
Terrain Awareness
and Warning Systems
(TAWS)
No
No
No
No
No
No
D - 52
Although a major
change to the
aeroplane, likely
the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Requires
certification
substantiation
applicable to
freighter
certification
specifications.
At product level,
no change in
general
configuration,
principles of
construction &
certification
assumptions
Although a major
change to the
aeroplane level,
likely the original
general
configuration,
principles of
construction and
certification
assumptions
remain valid.
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Change in the
number or location of
engines, e.g., four to
two wing-mounted
engines or two wingmounted to two
body-mounted
engines
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Change of
empennage
configuration for
larger aeroplanes
(cruciform vs. T or
V tail)
N/A
N/A
N/A
Increase from
subsonic to
supersonic flight
regime
N/A
N/A
N/A
D - 53
Notes
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
D - 54
The following examples are for SIGNIFICANT changes for Large Aeroplanes (CS-25):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Reduction in the
number of flight crew
(In conjunction with
flight deck update)
Yes
No
Yes
Modify an aeroplane
for flight in known
icing conditions by
adding systems for
ice detection and
elimination
Yes
No
Yes
Conversion
passenger or
combination
freighter/passenger
to all freighter
including cargo door,
redesign floor
structure and 9g net
or rigid barrier
Yes
No
Yes
Increase in cabin
pressurisation.
No
No
Yes
D - 55
Notes
Extensive
changes to
avionics and
aircraft systems.
Impact to crew
workload and
human factors,
pilot type rating.
New aircraft
operating
envelop.
Requires major
new systems
installation and
aircraft
evaluation.
Operating
envelope
changed.
Extensive
airframe
changes
affecting load
paths,
aeroelastic
characteristics,
aircraft related
systems for fire
protection, etc.
Design
assumptions
changed from
passenger to
freighter.
Typically, a
change greater
than 10 % in
operational
cabin pressure
differential.
May require
extensive
airframe
changes
affecting load
paths, fatigue
evaluation,
aeroelastic
characteristics,
Addition of leading
edge slats
Yes
No
No
Fuselage stretch or
shortening in the
cabin or pressure
vessel
Yes
No
Yes
Extensive structural
airframe
modification, such as
installation of a large
telescope with large
opening in fuselage
Yes
No
No
D - 56
etc. Invalidates
design
assumptions.
Requires
extensive
changes to wing
structure, adds
aircraft level
systems, and
requires a new
AFM to address
performance and
flight
characteristics.
Cabin interior
changes are
related changes
since occupant
safety
considerations
are impacted by
a cabin length
change. Even if
a new cabin
interior is not
included in the
product level
change, the
functional effect
of the fuselage
plug has
implications on
occupant safety
(e.g., the
dynamic
environment in
an emergency
landing,
emergency
evacuation,
etc.), and thus
the cabin interior
becomes an
affected area.
Requires
extensive
changes to
fuselage
structure, affects
aircraft level
systems, and
requires a new
aeroplane flight
manual to
address
performance and
flight
characteristics.
Yes
No
No
No
Yes
No
Airframe life
extension
No
No
Yes
Typically, an increase
in design weight of
more than 10%
No
No
Yes
Installation of
winglets.
Wing changes in
span, sweep, and tip
designs or wing
chord
Yes
No
Yes
Yes
No
Yes
D - 57
Requires
extensive
changes to
aircraft
structure, affects
aircraft l
systems and
requires AFM
changes.
Change in
principles of
construction and
design from
conventional
practices.
This modification
pertains to
fuselage and/or
wing limits, and
ageing
aeroplane
concerns. An
increase from
the original life
limit which
constitutes a reevaluation of
certification
design
assumptions.
Requires
extensive resubstantiation of
aircraft
structure,
aircraft
performance and
flying qualities
and associated
systems.
When it requires
extensive
changes to wing
structure, adds
aircraft level
systems, and
requires a new
AFM to address
performance and
flight
characteristics.
(NOTE:
Potentially
substantial if it is
a change from a
high wing to a
low wing, or a
Change in type or
number of
emergency exits or
an increase in the
maximum certificated
number of
passengers
demonstrated
Comprehensive flight
deck upgrade, such
as conversion from
entirely federated,
independent electromechanical flight
instruments to highly
integrated and
combined electronic
display systems with
extensive use of
software and possibly
complex hardware
Change in primary
flight controls to fly
by wire (FBW)
system. (Some
aeroplanes have
some degree of FBW.
Achieving full FBW
may be a not
significant change on
some aeroplanes.)
Yes
No
Yes
No
No
Yes
No
No
Yes
Replace reciprocating
with turbo-propeller
engines
Yes
No
No
D - 58
new wing.)
The new
emergency
egress
certification
specifications
exceed those
previously
substantiated.
Affects avionics
and electrical
systems
integration and
architecture
concepts and
philosophies.
When the
degree of
change is so
extensive that it
affects basic
aircraft systems
integration and
architecture
concepts and
philosophies.
This drives a
complete reassessment of
flight crew
workload,
handling
qualities, and
performance
evaluation,
which are
different from
the original
design
assumptions.
Requires
extensive
changes to
airframe
structure, adds
aircraft level
systems, and
requires a new
AFM to address
performance and
flight
characteristics.
Typically a thrust
increase of more
than 10%
No
No
Yes
Initial installation of
an autoland system
No
No
Yes
Installation of a new
fuel tank (horizontal
stabilizer tank or
auxiliary fuel tank in
the fuselage outside
the wing in
conjunction with
increased maximum
take-off weight and
take-off thrust)
Main deck cargo door
installation
No
No
Yes
Yes
No
No
No
No
Yes
Expansion of an
aircrafts operating
envelope
D - 59
Requires
extensive resubstantiation of
powerplant
installation, and
has a marked
effect on aircraft
performance and
flying qualities.
Baseline
aeroplane not
designed for
autoland
operation,
potential crew
work load and
systems
compatibility
issues
Requires
changes to
airframe,
systems and
AFM. Results in
performance
changes.
Redistribution of
internal loads,
change in
aeroelastic
characteristics,
system changes.
An expansion of
operating
capability would
normally be a
significant
change (e.g. an
increase in
maximum
altitude
limitation,
approval for
flight in known
icing conditions,
or an increase in
airspeed
limitations).
Merely operating
a product to an
expanded
envelope for
which it was
originally
designed is
generally not a
Conversion from a
passenger floor to a
cargo floor and
installation of a cargo
handling system
No
No
Yes
Initial installation of
an APU essential for
aircraft flight
operation
No
No
Yes
Conversion from
hydraulically
actuated brakes to
electrically actuated
brakes
Change to
aeroplanes cabin
operating altitude, or
operating pressure
No
No
Yes
No
No
Yes
Installation of engine
thrust reversers
Yes
No
Yes
D - 60
significant
change. In this
case, the
assumptions
used for
certification of
the basic
product remain
valid and the
results can be
applied to cover
the changed
product with
predictable
effects or can be
demonstrated
without
significant
physical changes
to the product.
Completely new
floor loading and
design.
Redistribution of
internal loads,
change in cabin
safety
certification
specifications,
system changes.
Changes
emergency
electrical power
certification
specifications,
change in AFM
and operating
characteristics.
Assumptions of
certification for
aeroplane
performance are
changed.
An increase
greater than 10
% in maximum
cabin pressure
differential
invalidates
certification
assumptions and
the fundamental
approach used in
decompression.
structural
strength, and
fatigue analysis.
The following examples are for NOT SIGNIFICANT changes for Large Aeroplanes (CS-25):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Alternate engine
installation or hush
kit at same position
No
No
No
A small change in
fuselage length due
to re-fairing the aft
body or radome
No
No
No
No
No
No
No
No
No
Initial installation of
an autopilot system
No
No
See note
D - 61
Notes
Typically it is not
significant so
long as there is
not more than a
10% increase in
thrust or a
change in the
principles of
propulsion.
For cruise
performance
reasons, where
such changes do
not require
extensive
structural,
systems,
aerodynamic or
AFM changes.
Does not require
extensive
structural, AFM,
or systems
changes.
Usually no
change in basic
operating
envelope.
Existing cert.
data can be
extrapolated.
Could be
significant
product change
if the additional
power is
provided by
installation of a
rocket motor or
additional, on
demand engine
due to changes
in certification
assumptions.
It may be
possible that the
modification is
Change from
assembled primary
structure to
monolithic or
integrally machined
structure
Modification to ice
protection systems
No
No
No
No
No
No
Brakes: design or
material change,
e.g., steel to carbon
No
No
No
Redesign floor
structure
No
No
No
No
No
No
D - 62
adaptive in
nature, with no
change to
original
certification
assumptions.
However, in
certain cases the
installation of an
auto-pilot may
include
extensive
changes and
design features
which change
the assumptions
for certification
(i.e. installation
of the auto-pilot
may introduce a
number of
additional
mechanical and
electronic failure
modes and
change the
hazard
classification of
given aircraft
level failures).
Method of
construction
must be well
understood.
Re-certification
required, but
type-certification
basis is
adequate.
Re-certification
required, but
type-certification
basis is
adequate.
By itself, this is
not a significant
product change.
It is significant if
part of a cargo
conversion of a
passenger
aeroplane.
A new cabin
interior includes
new ceiling and
sidewall panels,
stowage,
A re-arrangement of
an interior (e.g.
seats, galleys,
lavatories, closets,
etc.)
Novel or unusual
method of
construction of a
component
No
No
No
No
No
No
Initial installation of a
non-essential APU
No
No
No
D - 63
galleys,
lavatories, and
seats. New and
novel features in
the cabin interior
may require
special
conditions.
Many interior
related
certification
specifications
are incorporated
in operational
rules. Even
though the
design approval
holder may not
be required to
comply with
these
certification
specifications,
the operator
may be required
to comply.
Re-arrangement
requires the use
of the existing
floor mounting
structure.
Special
conditions could
be required if
there are no
existing
certification
specifications
that adequately
address these
features.
The component
change does not
rise to the
product level
change.
A stand-alone
initial APU
installation on
an aeroplane
originally
designed to use
ground/airport
supplied
electricity, and
air-conditioning.
In this case, the
APU would be an
option to be
independent of
airport power.
D - 64
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
N/A
N/A
N/A
N/A
N/A
N/A
D - 65
Notes
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
The following examples are for SIGNIFICANT changes for Rotorcraft (CS-27 and CS 29):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Comprehensive flight
deck upgrade, such
as conversion from
entirely federated,
independent electromechanical flight
instruments to highly
integrated and
combined electronic
display systems with
extensive use of
software and/or
complex electronic
hardware
Certification for flight
into known icing
conditions
(Fixed) flying
controls from
mechanical to fly by
wire
No
No
Yes
No
No
Yes
No
No
Yes
Addition of an
engine; e.g., from
single to twin or
reduction of the
number of engines;
e.g., from twin to
single
A change of rotor
drive system primary
gearbox splash type
lubrication system to
a pressure lubricated
system due to an
increase in
horsepower of an
engine or changing a
piston engine to a
turbine engine
A fuselage or tail
boom modification
that changes the
primary structure,
aerodynamics, and
operating envelope
Yes
Yes
Yes
No
Yes
Yes
Yes
No
Yes
D - 66
Notes
Affects avionics
and electrical
systems
integration and
architecture
concepts and
philosophies.
This drives a
complete reassessment of
the rotorcraft
controllability
and flight control
failure.
May be a
substantial
change
depending upon
project details.
sufficiently to
invalidate the
certification
assumptions
Application of an
approved primary
structure to a
different approved
model (e.g.,
installation on a
former model of the
main rotor approved
on a new model that
results in increase
performance
Extensive primary
structure changes
from metallic
material to composite
material.
No
Yes
Yes
No
Yes
Yes
Change in
principles of
construction and
assumptions
used for
certification for
the product level
change. Changes
of a few
individual
elements from
metal to
composite are
not typically
considered a
significant
change .
Emergency Medical
Service (EMS)
configuration with
primary structural
changes sufficient to
invalidate the
certification
assumptions
No
No
Yes
Many EMS
configurations
will not be
classified as
significant.
Modifications
made for EMS
are typically
internal, and the
general external
configuration is
normally not
affected. These
changes should
not
automatically be
classified as
significant.
Yes
No
Yes
Yes
No
Yes
Yes
Yes
No
D - 67
Yes
No
Yes
Depends on the
fire fighting
configuration.
Yes
No
Yes
Depends on the
agricultural
configuration.
No
No
Yes
No
No
Yes
No
No
Yes
No
No
Yes
D - 68
Must comply
with the latest
HEC certification
specifications in
order to obtain
operational
approval. HEC
include fatigue,
Quick Release
Systems, High
Intensity Radio
Frequency
(HIRF), One
Engine
Inoperative
(OEI)
performance and
OEI procedures.
The following examples are for NOT SIGNIFICANT changes for Rotorcraft (CS-27 and CS29):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Emergency floats
No
No
No
FLIR or surveillance
camera installation
No
No
No
D - 69
Notes
Must comply
with the specific
applicable
certification
specifications for
emergency
floats. This
installation, in
itself, does not
change the
rotorcraft
configuration,
overall
performance, or
operational
capability.
Expanding an
operating
envelope (such
as operating
altitude and
temperature)
and mission
profile (such as
passenger
carrying
operations to
external load
operations, or
flight over
water, or
operations in
snow conditions)
are not by
themselves so
different that the
original
certification
assumptions are
no longer valid
at the typecertificated
product level.
Additional flight
or structural
evaluation may
be necessary but
Helicopter Terrain
Awareness Warning
System (HTAWS) for
operational credit
No
No
No
Health Usage
Monitoring System
(HUMS) for
Maintenance Credit
Expanded limitations
with minimal or no
design changes,
following further
tests/justifications or
different mix of
limitations (CG limits,
oil temperatures,
altitude,
minimum/maximum
weight,
minimum/max
external
temperatures, speed,
ratings structure)
No
No
No
No
No
No
Installation of a new
engine type,
equivalent to the
former one; leaving
a/c installation and
limitations
substantially
unchanged
Windscreen
installation
No
No
No
No
No
No
No
No
No
D - 70
No
No
D - 71
No
Expanding an
operating
envelope (such
as operating
altitude and
temperature)
and mission
profile (such as
passenger
carrying
operations to
external load
operations, or
flight over
water, or
operations in
snow conditions)
are not by
themselves so
different that the
original
certification
assumptions are
no longer valid
at the typecertificated
product level.
Must comply
with the specific
applicable
certification
specifications for
external loads.
This installation,
in itself, does
not change the
rotorcraft
configuration,
overall
performance, or
operational
capability.
Expanding an
operating
envelope (such
as operating
altitude and
temperature)
and mission
profile (such as
passenger
carrying
operations to
external load
operations, or
flight over
water, or
operations in
snow conditions)
Instrument Flight
Rules (IFR) upgrades
involving installation
of upgraded
components to
replace existing
components.
No
No
D - 72
No
are not by
themselves so
different that the
original
certification
assumptions are
no longer valid
at the typecertificated
product level.
Not a rotorcraft
level change.
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Traditional turbofan
to geared-fan engine
N/A
N/A
N/A
N/A
N/A
N/A
Turbojet to Turbofan
N/A
N/A
N/A
Notes
Turbine Engines
D - 73
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Note: There may
be certain
circumstances
where this
change would be
significant.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Note: There may
be certain
circumstances
where this
change would be
significant
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Note: There may
be certain
Turbo-shaft to turbopropeller
N/A
N/A
N/A
Conventional ducted
fan to unducted fan
N/A
N/A
N/A
N/A
N/A
N/A
D - 74
circumstances
where this
change would be
significant.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Note: There may
be certain
circumstances
where this
change would be
significant.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
Note: There may
be certain
circumstances
where this
change would be
significant.
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
The following examples are for SIGNIFICANT changes for Engines (CS-E):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(
i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Increase/decrease in
the number of
compressor/turbine
stages with resultant
change in approved
limitations*.
(* excludes life limits)
Yes
No
Yes
Yes
No
Yes
Hydro-Mechanical
control to FADEC/EEC
without hydromechanical backup
Yes
No
No
Notes
Turbine Engines
D - 75
Change is
associated with
other changes
to the ratings
and operating
limitations;
engine dynamic
behaviour in
terms of
backbone
bending, torque
spike effects on
casing, surge
and stall
characteristics,
etc.
Change is
associated with
other changes
to the engine
thrust, ratings
and operating
limitations;
engine dynamic
behaviour in
terms of
backbone
bending, torque
spike effects on
casing, foreign
object ingestion
behaviour,
burst model
protection for
the aircraft. If
there is a
diameter
change,
installation will
be also
affected.
Change in
engine control
configuration.
Not
interchangeable
. Likely
fundamental
A change in the
containment case
from hard-wall to
composite
construction or viceversa, that could not
be retrofitted without
additional major
changes to the engine
or restrictions in the
initial limitations in
the installation
manual
No
Yes
No
Replace gas
generator (core,
turbine/compressor/c
ombustor) with a
different one that is
associated with
changes in approved
limitations*
* excludes life limits
No
No
Yes
Convert from
mechanical to
electronic control
system
Yes
Yes
No
Yes
No
Yes
change to
engine
operation.
Change in
methods of
construction
that have
affected
inherent
strength,
backbone
bending, blade
to case
clearance
retention,
containment
wave effect on
installation,
effect on burst
model, torque
spike effects.
Change is
associated with
other changes
that would
affect engine
thrust/power
and may affect
the dynamic
behaviour of
the engine.
Assumptions
used for
certification
may no longer
be valid
Piston Engines
D - 76
Change in
engine
configuration:
Installation
interface of
engine
changed.
Changes to
principles of
construction:
Digital
controllers and
sensors require
new
construction
techniques and
environmental
testing.
Change in
general
configuration:
Installation
product
Yes
No
Yes
Yes
No
Yes
D - 77
interface of
engine changed
(exhaust
system).
Certification
assumptions
invalidated:
Change in
operating
envelope and
performance.
Change in
general
configuration:
Installation
interface of
engine changed
(cooling lines
from radiator,
change to
cooling baffles).
Certification
assumptions
invalidated:
Change in
operating
envelope and
engine
temperature
specifications.
Change in
general
configuration:
Installation
interface of
engine changed
(no mixture
lever).
Certification
assumptions
invalidated:
Change in
operating
envelope and
performance.
The following examples are for NOT SIGNIFICANT changes for Engines (CS-E):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Notes
Change in the
material from one
type of metal to
another type of metal
of a compressor
drum
Increase/decrease in
the number of
compressor/turbine
stages without
resultant change in
performance
envelope
New components
internal to the
FADEC/EEC the
introduction of which
does not change the
function of the
system
No
No
No
No change in
performance.
Assumptions are
still valid.
No
No
No
No change in
performance.
Assumptions are
still valid.
No
No
No
No change in
configuration.
Retrofitable
Assumptions
used for
certification are
still valid.
Possible changes
in principles of
construction are
insignificant
Software changes
Rub-strip design
changes
A new combustor
that does not change
the approved
limitations, or
dynamic behaviour*
(* excludes life
limits)
Bearing changes
New blade designs
with similar material
that can be
retrofitted
Fan blade re-design
that can be
retrofitted
Oil tank re-design
Change from one
hydro-mechanical
control to another
hydro-mechanical
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Turbine Engines
D - 78
control
Change to limits on
life limited
components
Changes to limits on
exhaust gas
temperature
Changes in
certification
maintenance
requirements (CMR)
with no configuration
changes
Bump ratings within
the products
physical capabilities
that may be
enhanced with gas
path changes such as
blade re-stagger,
cooling hole patterns,
blade coating
changes, etc.
A change in principal
physical properties
and mechanics of
load transfer of a
material of primary
structure or highly
loaded components.
For example, change
from traditional
metal to either an
exotic alloy or a
composite material
on a highly loaded
component.
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Piston Turbine
A change in principal
physical properties
and mechanics of
load transfer of a
material of primary
structure or highly
loaded components.
For example, change
from traditional
metal to either an
exotic alloy or a
composite material
on a highly loaded
component.
New or redesigned
cylinder head, or
valves or pistons.
Changes in
crankshaft
Changes in crankcase
Changes in
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
D - 79
carburettor
Changes in
mechanical fuel
injection system
Changes in
mechanical fuel
injection pump
Engine model change
to accommodate new
aeroplane
installation. No
change in principles
of operation of major
subsystems; no
significant expansion
in power or operating
envelopes or in
limitations.
No change in basic
principles of
operation, or a
simple mechanical
change. For example,
change from dual
magneto to two
single magnetos on a
model.
Subsystem change
produces no changes
in base engine input
parameters, and
previous analysis can
be reliably extended.
For example, a
change in
turbocharger where
induction system
inlet conditions
remain unchanged,
or if changed, the
effects can be
reliably extrapolated.
Change in material of
secondary structure
or not highly loaded
component. For
example, a change
from metal to
composite material in
a non-highly loaded
component, such as
an oil pan that is not
used as a mount pad.
Change in material
that retains the
physical properties
and mechanics of
load transfer. For
example, a change in
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
D - 80
trace elements in a
metal casting for
ease of pouring or to
update to a newer or
more readily
available alloy with
similar mechanical
properties.
D - 81
Change in the
number of blades
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
N/A
N/A
N/A
D - 82
Notes
Proposed change
in design is so
extensive that a
substantially
complete
investigation of
compliance with
the applicable
certification
specifications is
required.
The following examples are for SIGNIFICANT changes for Propellers (CS-P):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(
i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Principle of pitch
change such as a
change from single
acting to dual acting
Yes
Yes
Yes
Introduction of a
different principle of
blade retention such
as a single row to a
dual row bearing
Yes
Yes
No
A hub configuration
change such as a split
hub to a one-piece
hub
Yes
Yes
No
Yes
Yes
No
D - 83
Notes
Requires
extensive
modification of
the pitch
change system
with the
introduction of
back-up
systems.
The inherent
control system
requires reevaluation.
Requires
extensive
modification of
the propeller
hub and blade
structure.
The inherent
strength
requires reevaluation.
Requires
extensive
modification of
the propeller
hub structure.
The inherent
strength
requires reevaluation.
Requires
extensive
modification of
the propeller
hub structure.
Note: Such a
change could be
considered not
significant if
implemented
without a
change in
general
configuration or
principals of
construction.
Change in hub
material from steel to
aluminium
Yes
Yes
No
Change in blade
material from metal
to composite
Yes
Yes
Yes
Yes
Yes
Yes
D - 84
Requires
extensive
modification of
the propeller
hub structure
and change to
method of blade
retention.
The inherent
strength
requires reevaluation.
Requires
extensive
modification of
the propeller
blade structure
and change to
method of blade
retention.
Composite
construction
methods
required.
The inherent
strength
requires reevaluation.
Electronic
manufacturing
and design
methods
required.
Assumptions
used for
certification are
no longer valid
or were not
addressed in
the original
certification,
i.e., high
intensity radio
frequency
(HIRF) and
lightning
protection, fault
tolerance,
software
certification and
other aspects.
The propeller
will require
special
conditions
under
21.A.16B.
The following examples are for NOT SIGNIFICANT changes for Propellers (CS-P):
Description of
change
Is there a
Change to the
General
Configuration
21A.101(b)(1)(i)
Is there a
Change to the
Principles of
Construction?
21A.101(b)(1)(i)
Have the
assumptions
used for
Certification
been
invalidated?
21A.101(b)(1(ii)
Change in the
material of a blade
bearing
Change to a
component in the
control system
Change to a de-icer
boot
Changes to the
operational design
envelope such as an
increase in power.
No
No
No
No
No
No
No
No
No
No
No
No
Change to the
intended usage such
as normal to
aerobatic category.
No
No
No
D - 85
Notes
Propeller's
operating
characteristics
and inherent
strength require
re-evaluation.
Propeller's
operating
characteristics
and inherent
strength require
re-evaluation
The basic principle of enhancing the level of safety of changed aeronautical products is to
apply the latest certification specifications for significant design changes to the greatest
extent practical. In certain cases, the cost of complying fully with a later certification
specification may not be commensurate with the small safety benefit achieved. It is
recognised that the existing fleet and newly produced aeroplanes, engines and propellers
are safe, and any unsafe condition is immediately addressed through the airworthiness
directive process. These factors form the basis where compliance with the latest
certification specification may be considered impractical, thereby allowing compliance with
an earlier certification specification. This appendix gives one method of determining if
compliance with a later requirement standard is impractical; however, this does not
preclude the use of other methods for improving the safety of aeronautical products.
b.
This GM recognises that other procedures can be used and have historically been
accepted on a case-by-case basis. The acceptance of results through the use of these
procedures may vary from state to state. Consequently, they may not be accepted
through all bilateral certification processes. Regardless of which method is used, the
process should show that a proposed type-certification basis is able to achieve a positive
safety benefit for the overall product.
c.
In this regard, any method used should encourage incorporating safety enhancements
that will have the most dramatic impact on the level of safety of the aircraft while
considering effective use of resources. This important point is illustrated graphically in the
accompanying figure. This figure notionally shows the interrelation between the total
resources required for incorporating each potential safety enhancement with the
corresponding net increase in safety benefit.
D - 86
d.
Typically, one will find that there are proposals that can achieve a positive safety benefit
and that are resource effective. Conversely, there are proposals that may achieve a small
safety benefit at the expense of a large amount of resources to implement. Clearly, there
will be a point where a large percentage of the potential safety benefit can be achieved
with a reasonable expenditure of resources. The focus of the methods used should be to
determine the most appropriate standards relative to the respective cost to reach this
point.
e.
f.
The procedure is intended to be used, along with good engineering judgment, to evaluate
the relative merits of a changed product complying with the latest certification
specifications. It provides a means, but not the only means, for an applicant to present its
position in regard to impracticality.
g.
The type-certification basis for a change to a product will not be at an amendment level
earlier than the existing type-certification basis. Therefore, when determining the
impracticality of applying a certification specification at the latest amendment level, only
the increase in safety benefits and costs beyond compliance with the existing typecertification basis should be considered.
(2)
The amendment level of the existing type-certification basis for the certification
specification; and
(3)
b.
Step 2: Identify the specific hazard that the certification specification addresses
(1)
D - 87
In many cases the hazard and the cause of the hazard will be obvious. When the
hazard and its related cause are not immediately obvious, it may be necessary to
review the available background information from development and adoption of
this certification specification (Explanatory Note and Comment/Response
Document to the NPA. It may also be helpful to discuss the hazard with the
Agency).
c.
Once the hazard has been identified, it is possible to identify the types of
consequences that may occur because of the presence of the hazard. More than
one consequence can be attributed for the same hazard. Typical examples of
consequences would include, but are not be limited to:
Incidents where only injuries occurred;
Accidents where less than 10 % of the passengers died;
Accidents where 10 % or more passengers died; and
Accidents where a total hull loss occurred.
(2)
d.
(2)
More than one consequence can be attributed for the same hazard. Therefore,
when applicable, the combination of consequences and frequencies of those
consequences should be considered together.
(3)
e.
Step 5: Determine how effective full compliance with the latest amendment of the
certification specification would be at addressing the hazard
(1)
D - 88
dealt with. However, in a limited number of situations, this may not be the case. It
is also possible that earlier amendment levels may have addressed the hazard but
were not completely effective. Therefore, in comparing the benefits of compliance
with the existing type-certification basis to the latest amendment level, it is useful
to estimate the effectiveness of both amendment levels in dealing with the hazard.
(2)
(3)
(b)
(c)
(d)
(e)
Hazard only partly addressed but action has negative side effect.
Compliance with the certification specification does not eliminate or avoid
the hazard or may have negative safety side effects. The action is of
questionable benefit.
f.
D - 89
(3)
When evaluating the incremental cost, it may be beneficial for the applicant to
compare the increase in cost to comply with the latest certification specifications
to the cost to incorporate the same design feature in a new aeroplane. In many
cases an estimate for the cost of incorporation in a new aeroplane is provided in
the Regulatory Impact Assessment (RIA) by the Agency, which was presented
when the corresponding certification specification was first promulgated.
Incremental costs of retrofit/incorporation on existing designs may be higher than
that for production. Examples of costs may include but are not limited to:
(a)
(b)
Cost Avoidance:
D - 90
g.
Step 7: Document conclusion. Once the information from previous steps has been
documented and reviewed, the applicants position and rationale regarding practicality can
be documented. Examples of possible positions would include, but are not limited to:
(1)
(2)
(3)
The increased level of safety is not commensurate with the increased costs
associated with meeting the latest amendment instead of the existing typecertification basis. Therefore, the applicant would propose the existing typecertification basis.
(4)
The results of this analysis were inconclusive. Further discussions with the
Agency are warranted.
Note: This process may result in a required type-certification basis that renders the proposed
modification economically not viable.
3.
Examples of how to certify changed aircraft. The following examples are for large
aeroplanes and illustrate the typical process an applicant follows. The process will be the
same for all product types.
a. Example 1: CS 25.963 (e) Fuel tank access covers
(1)
(2)
The wing will be strengthened locally at the side of the body and at the attachment
of engines and landing gear, but the applicant would not like to alter wing access
panels and the fuel tank access covers. Although the applicant recognises that
the scatter pattern and impact loading on the wing from debris being thrown from
D - 91
the landing gear will change, he proposes that it would be impractical to redesign
the fuel tank access covers.
(3)
(b)
(4)
Step 2: Identify the specific hazard that the certification specification addresses
Fuel tank access covers have failed in service due to impact with high-energy
objects such as failed tire tread material and engine debris following engine
failures. In one accident, debris from the runway impacted a fuel tank access
cover, causing its failure and subsequent fire, which resulted in fatalities and loss
of the aeroplane. Amendment 3 ensures that all access covers on all fuel tanks
are designed or located to minimise penetration by likely foreign objects, and are
fire resistant.
(5)
(6)
(b)
(7)
Step 5: Determine how effective full compliance with the latest amendment of the
certification specification would be at addressing the hazard
(a)
(b)
(8)
Costs:
(b)
Cost avoidance:
D - 92
There are cost savings associated with meeting a single typecertification basis for the Agency and foreign regulations.
(9)
Conclusion
It is concluded that compliance with the latest certification specification increases
the level of safety at a minimal cost to the applicant. Based on the arguments and
information presented by the applicant through the Certification Review Item (CRI)
process, the Agency determined that meeting the latest amendment would be
practical.
(2)
This change affects the floor loads on the airplane as well as the decompression
venting.
(3)
(b)
D - 93
(c)
(d)
(4)
(5)
(6)
(b)
(7)
Step 5: Determine how effective full compliance with the latest amendment of the
regulation would be at addressing the hazard
(a)
(b)
D - 94
aft area. This is 3.1 and 2.4 times respectively better than the original
design condition of Amendment 25-0 and is a significant improvement
over the worldwide passenger fleet in service.
(8)
(b)
Cost Avoidance:
(1)
(2)
(9)
D - 95
A clear understanding of the certification specification change and the purpose for the
change and hazard addressed;
b.
c.
d.
2. Guidelines
The Certification Review Item (CRI) procedure (either a stand-alone CRI or included in the CRI A1) would be used and the applicant should provide documentation to support the following:
a.
The identification of the differences between the certification specification in the existing
basis and the certification specification as amended, and the effect of the change in the
certification specification.
b.
c.
Evidence showing that the proposed type-certification basis for the changed product,
together with applicable service experience, provides a level of safety consistent with
complying with the latest certification specifications.
d.
e.
(2)
Accident reports;
(b)
Incident reports;
(c)
Service Bulletins;
(d)
Airworthiness directives;
(e)
Repairs;
(f)
Modifications;
(g)
(h)
(i)
(j)
(k)
Show that the data presented represents all relevant service experience for the
product, including the results of any operator surveys, and is comprehensive
enough to be representative.
(3)
(4)
Identification and evaluation of each of the main areas of concern, with regard to:
(a)
D - 96
(5)
(b)
cause;
(c)
(d)
(6)
(b)
(c)
f.
g.
These guidelines are not intended to be limiting, either in setting required minimum
elements or in precluding alternative forms of submission. Each case may be different,
based on the particulars of the system being examined and the requirement to be
addressed.
3.
The following example, for transport airplanes (14 CFR 25.1141(f) Auxiliary
Power Unit (APU) Fuel Valve Position Indication System), illustrates the typical
process an applicant follows. The process will be the same for all product types.
b.
Determine the differences between the requirement in the existing typecertification basis and the requirement as amended, and the effect of the
change in the requirement.
D - 97
What aspect of the proposed changed product would not meet the latest
requirements?
The proposed APU fuel valve position indication system does not provide
the flight crew with fuel valve position or transition indication, and,
therefore, does not comply with the requirements of 14 CFR 25.1141(f).
(3)
(4)
D - 98
(5)
Data for the product pertinent to the requirement The FAA and applicant
record the data in an issue paper (G-1 or a technical issue paper). An
issue paper was co-ordinated which included data, or referenced reports,
documenting relevant service experience that has been compiled from
incident reports, fleet flight hour/cycle data, and maintenance records. The
issue paper also discussed existing and proposed design details, failure
modes, and analyses showing to what extent the proposed aeroplane
complies with the latest amendment of 14 CFR 25.1141. Information is
presented to support the applicants argument that compliance with the
latest amendment would not materially increase the level of safety.
Comparative data pertaining to aircraft of similar design and construction
are also presented.
(6)
Conclusion
Conclusion, drawing together the data and rationale, is documented in the
G-1 issue paper. The additional features incorporated in the APU fuel
shut-off valve will provide a significant increase in safety to an existing
design with satisfactory service experience. The applicant proposes that
compliance with the latest amendment would not materially increase the
level of safety, and that compliance with 14 CFR 25.1141 at amendment
25-11 would provide an acceptable level of safety for the proposed
product change.
D - 99
D - 100
D - 101
D - 102
Airworthiness codes
21.A.16B
Special conditions
21.A.17
Type-certification basis
21.A.18
21.A.19,
21.A.21
Issue of type-certificate
21.A.23
21.A.90A
Scope
21.A.91
21.A.93
Application
21.A.95
Minor changes
21.A.97
Major changes
21.A.101
21.A.103
Issue of approval
21.A.111
Scope
21.A.113
21.A.114
Demonstration of compliance
21.A.115
21.A.117
21.A.604
D - 103
21.A.105 Record-keeping
For each change, all relevant design information, drawings and test reports, including inspection records
for the changed product tested, shall be held by the applicant at the disposal of the Agency and shall be
retained in order to provide the information necessary to ensure the continued airworthiness and
compliance with applicable environmental protection requirements of the changed product.
D - 104
21.A.112A Eligibility
Any natural or legal person (organisation) that has demonstrated, or is in the process of demonstrating,
its capability under point 21.A.112B shall be eligible as an applicant for a supplemental type-certificate
under the conditions laid down in this Subpart.
E-1
Product
Discipline
Kind of STC
Group
CS-23 (products
where J DOA is
required for TC)
Notes :
* STC which leads to reassess the loads on large parts of primary structure should be in group 1.
* 2/1 means that an assessment of consequences in terms of handling qualities, performance or
complexity of demonstration of compliance may lead to classification in group 1.
Aircraft
Conversion to tail wheel configuration
2/1
2/1
2
2/1
Spoiler installation
Increase in MTOW
Stretcher installation
Structures
Ski installations
Propulsion
2
2/1
2/1
2
2
Equipment
Avionics upgrades (EFIS, GPS, etc)
2/1
E-2
WX radar installation
Cargo door
CVR
VHF
CS 25
Cabin safety
Note :
Basically all changes related to cabin
configuration should be in Group 2.
Structure
Note :
STC which leads to reassess the loads
on large parts of primary structure
should be in Group 1.
Avionics
Notes :
For CS-25 products, the existence of
ETSO is not taken into account for the
classification ;
Impact on aircraft performance, and
influence of aircraft performance are
criteria to assess the classification ;
Subjective assessment of human factors
is considered for determination of
classification.
DFDR
2/1
Meteo radar
ILS Cat 3
RVSM
TCAS, EGPWS
GPWS
Hushkit
Fire detection
Fuel gauging
Powerplant
E-3
Autopilot
GPS installation
2/1
2/1
2/1
2
2/1
2
2/1
Wipers installation
2/1
2
2/1
2/1
E-4
2
2/1
2
2.
For major changes approved under a supplemental type-certificate and not requiring long
and complex compliance demonstration activities, a certification programme, as described
in AMC 21.A.20(b), can be submitted with the application in a simplified format. The
certification programme should contain at least the following elements:
-
Purpose of change
Description of change
Applicability
E-5
2. any airworthiness provisions not complied with are compensated for by factors that provide an
equivalent level of safety; and
3. no feature or characteristic makes the product unsafe for the uses for which certification is requested.
(c) demonstrating its capability in accordance with point 21.A.112B;
(d) where, under point 21.A.113(b), the applicant has entered into an arrangement with the type-certificate
holder,
1. the type-certificate holder has advised that it has no technical objection to the information submitted
under point 21.A.93; and
2. the type-certificate holder has agreed to collaborate with the supplemental type-certificate holder to
ensure discharge of all obligations for continued airworthiness of the changed product through compliance
with points 21.A.44 and 21.A.118A.
21.A.116 Transferability
A supplemental type-certificate shall only be transferred to a natural or legal person that is able to
undertake the obligations of point 21.A.118A and for this purpose has demonstrated its ability to qualify
under the criteria of point 21.A.112B except for ELA1 aircraft for which the natural or legal person has
sought the Agency agreement for the use of procedures setting out its activities to undertake these
obligations.
E-6
21.A.119 Manuals
The holder of a supplemental type-certificate shall produce, maintain, and update master copies of
variations in the manuals required by the applicable type-certification basis and environmental protection
requirements for the product, necessary to cover the changes introduced under the supplemental typecertificate, and furnish copies of these manuals to the Agency on request.
E-7
E-8
21.A.122 Eligibility
Any natural or legal person may apply to show conformity of individual products, parts or appliances under
this Subpart, if:
F-1
(a) it holds or has applied for an approval covering the design of that product, part or appliance; or
(b) it has ensured satisfactory coordination between production and design, through an appropriate
arrangement with the applicant for, or holder of, an approval of such a design.
The responsibilities of a design organisation which assure correct and timely transfer of
up-to-date applicable design data (e.g., drawings, material specifications, dimensional
data, processes, surface treatments, shipping conditions, quality requirements, etc.);
The responsibilities and procedures of the manufacturer for receiving, managing and
using the applicable design data provided by the design organisation.
The responsibilities and procedures of the manufacturer for developing, where applicable,
its own manufacturing data in compliance with the applicable design data package.
The responsibilities of the manufacturer to assist the design organisation in dealing with
continuing airworthiness matters and for required actions (e.g., traceability of parts in case
of direct delivery to users, retrofitting of modifications, traceability of processes outputs
and approved deviations for individual parts as applicable, technical information and
assistance, etc.);
The procedures to deal adequately with production deviations and non-conforming parts;
The means to achieve adequate configuration control of manufactured parts, to enable the
manufacturer to make the final determination and identification for conformity or
airworthiness release and eligibility status;
10
F-2
In many cases the person producing or intending to produce under Part 21 Subpart F may receive
the approved design data through an intermediate production organisation. This is acceptable
provided an effective link between the design approval holder and the production organisation can
be maintained to satisfy the intent of 21.A.122.
When the design organisation and the manufacturer are two separate legal entities a Direct
Delivery Authorisation should be available for direct delivery to end users in order to guarantee
continued airworthiness control of the released parts and appliances.
Where there is no general agreement for Direct Delivery Authorisation, specific permissions may
be granted (see AMC 21.A.4).
F-3
ARRANGEMENT
in accordance with 21.A.122
The undersigned agree on the following commitments:
Relevant interface
procedures
The TC/STC/ETSO authorisation holder [NAME] acknowledges that the approved design data
provided, controlled and modified in accordance with the arrangement are recognised as
approved by the competent authority and therefore the parts and appliances manufactured in
accordance with these data and found in a condition for safe operation may be released certifying
that the item was manufactured in conformity to approved design data and is in a condition for
safe operation.
[When the design organisation is not the same legal entity as the manufacturer producing under Part 21
Subpart F]
Direct Delivery Authorisation
This acknowledgment includes also [OR does not include] the general agreement for direct
delivery to end users in order to guarantee continued airworthiness control of the released parts
and appliances.
for the [NAME of the design organisation/DOA
holder]
date signature
xx.xx.xxxx
([NAME in block letters])
F-4
21.A.124 Application
(a) Each application for an agreement to the showing of conformity of individual products, parts and
appliances under this Subpart shall be made in a form and manner established by the competent
authority.
(b) Such application shall contain:
1. evidence which demonstrates, where applicable, that:
(i) the issuance of a production organisation approval under Subpart G would be inappropriate; or
F-5
(ii) the certification or approval of a product, part or appliance under this Subpart is needed pending the
issuance of a production organisation approval under Subpart G;
2. an outline of the information required in point 21.A.125A(b).
In the case of an organisation, an individual with the authority to make agreements on behalf of
the organisation.
F-6
Table of Contents of the Manual (including list of existing inspection system documents or
procedures)
Human resources
F-7
1.2
1.3
every legal provision laid down for the carrying on of the business activities
(statutory declaration).
Declaration by the applicant certifying the conformity of the manual to the requirements
defined in Part 21 Section A Subpart F
Description of the scope of work, the production processes and techniques, and reference
to the capability list
Assistance and communication with the design approval holder, and the means of
compliance with 21.A.125A(c)
10
11
Description of the Inspection System (including test, see GM No. 2 to 21.A.125A(b), and
21.A.127 and 21.A.128), and the procedures to meet 21.A.126 and associated GM
12
List of suppliers
13
Issuing of the Statement of Conformity and competent authority inspection for validation
If the information is listed in the Manual in a different order a cross-reference to the above list
should be made available in the Manual.
F-8
parts - will at least require basic testing to establish conformity, but due allowance may be
made for further testing carried out at the next level of production
21.A.125B Findings
(a) When objective evidence is found showing non-compliance of the holder of a letter of agreement with
the applicable requirements of this Annex I (Part 21), the finding shall be classified as follows:
1. a level one finding is any non-compliance with this Annex I (Part 21) which could lead to uncontrolled
non- compliances with applicable design data and which could affect the safety of the aircraft;
2. a level two finding is any non-compliance with this Annex I (Part 21) which is not classified as level one.
(b) A level three finding is any item where it has been identified, by objective evidence, to contain potential
problems that could lead to a non-compliance under point (a).
(c) After receipt of notification of findings according to point 21.B.125:
1. in case of a level one finding, the holder of the letter of agreement shall demonstrate corrective action to
the satisfaction of the competent authority within a period of no more than 21 working days after written
confirmation of the finding;
2. in case of level two findings, the corrective action period granted by the competent authority shall be
appropriate to the nature of the finding but in any case initially shall not be more than three months. In
certain circumstances and subject to the nature of the finding, the competent authority may extend the
three months period subject to the provision of a satisfactory corrective action plan agreed by the
competent authority;
3. a level three finding shall not require immediate action by the holder of the letter of agreement.
F-9
(d) In case of level one or level two findings, the letter of agreement may be subject to a partial or full
limitation, suspension and revocation under point 21.B.145. The holder of the letter of agreement shall
provide confirmation of receipt of the notice of limitation, suspension or revocation of the letter of
agreement in a timely manner.
F - 10
The person producing under Subpart F is responsible for determining and applying
acceptance standards for physical condition, configuration status and conformity, as
appropriate, of raw materials, subcontracted works, and supplied products, parts,
appliances or material, whether to be used in production or delivered to customers as
spare parts. This responsibility also includes BFE (Buyer Furnished Equipment) items.
F - 11
2.
first article inspection, including destruction if necessary, to verify that the article
conforms to the applicable data for new production line or new supplier,
2.2
2.3
2.4
any additional work, tests or inspection which may be needed for parts or
appliances which are to be delivered as spare parts and which are not subject to
the checks normally provided by subsequent production or inspection stages.
3.
The person producing under Part 21 Subpart F may rely upon an EASA Form 1 issued in
accordance with Part 21 if provided as evidence of conformity with applicable design data
For suppliers not holding a POA the inspection system of the person producing under Part
21 Subpart F should establish a system for control of incoming materials and bought or
subcontracted items which provides for inspections and tests of such items by the person
producing under Part 21 Subpart F at the suppliers facility, if the item cannot or will not be
completely inspected upon receipt.
F - 12
The designer, to define all necessary processes, techniques and methods to be followed
during manufacture (21.A.31) and this information will be provided as part of the
applicable design data.
The manufacturer, to ensure that all processes are carried out strictly in accordance with
the specifications provided as part of the applicable design data.
A system for the control and authorised amendment of data provided for the production,
inspection and test to ensure that it is complete and up-to-date at the point of use
Availability of personnel with suitable qualification, experience, and training for each
required production, inspection, and test task. Special attention should be paid to tasks
requiring specialised knowledge and skill, e.g., NDT/NDI, welding...
A working area where the working conditions and environment are controlled as
appropriate in respect of: cleanliness, temperature, humidity, ventilation, lighting,
space/access, protection against noise and pollution
Equipment and tools sufficient to enable all specified tasks to be accomplished in a safe
and effective manner without detrimental effect on the items under production. Calibration
control of equipment and tools which affect critical dimensions and values must
demonstrate compliance with, and be traceable to, recognised national or international
standards.
When a person producing under Part 21 Subpart F is developing its own manufacturing
data from the design data package delivered by a Design holder, procedures should
demonstrate the correct transcription of the original design data.
Procedures should define the manner in which applicable design data is used to issue and
update the production/inspection data, which determines the conformity of products, parts,
appliances and materials. The procedure should also define the traceability of such data
F - 13
to each individual product, part, appliance or material for the purpose of stating the
condition for safe operation and for issuing a Statement of Conformity.
3
Storage areas should be protected from dust, dirt, or debris, and adequate blanking and
packaging of stored items should be practised.
2.
All parts should be protected from extremes of temperatures and humidity and, where
needed, temperature-controlled or full air-conditioned facilities should be provided.
3.
Racking and handling equipment should be provided such as to allow storage, handling
and movement of parts without damage.
4.
Lighting should be such as to allow safe and effective access and handling, but should
also cater for items which are sensitive to light e.g., rubber items.
5.
Care should be taken to segregate and shield items which can emit fumes (e.g., wet
batteries), substances or radiation (e.g., magnetic items) which are potentially damaging
to other stored items.
6.
Procedures should be in place to maintain and record stored parts identities and batch
information.
7.
Access to storage areas should be restricted to authorised personnel who are fully trained
to understand and maintain the storage control arrangements and procedures.
F - 14
8.
Provisions should be made for segregated storage of non-conforming items pending their
disposition (see GM 21.A.126(b)(4)).
The procedure should permit to record the deviation, to present it to the Design holder
under the provisions of 21.A.122, and to record the results of the review and actions taken
consequently as regards the part/product.
2.
Records within a production environment satisfy two purposes. Firstly, they should, during
the production process to ensure that products, parts, or appliances are in conformity with
the controlling data throughout the manufacturing cycle. Secondly, certain records of
milestone events are needed to subsequently provide objective evidence that all
prescribed stages of the production process have been satisfactorily completed and that
compliance with the applicable design data has been achieved.
Therefore, the person producing under Part 21 Subpart F should implement a system for
the compilation and retention of records during all stages of manufacture, covering short-
F - 15
term and long-term records appropriate to the nature of the product and its production
processes.
The management of such information should be subject to appropriate documented
procedures in the Manual required by 21.A.125A(b).
All forms of recording media are acceptable (paper, film, magnetic ...) provided they can
meet the required duration for archiving under the conditions provided.
2.
2.2
Describe the organisation of and responsibility for the archiving system (location,
compilation, format) and conditions for access to the information (e.g., by product,
subject).
2.3
2.4
2.5
2.6
2.7
Define an archiving period for each type of data taking into account importance in
relation to conformity determination subject to the following:
a
2.8
Data related to supplied parts may be retained by the supplier if the supplier has a
system agreed under Part 21 Section A Subpart F by the competent authority.
The manufacturer should, in each case, define the archiving period and satisfy
himself or herself and the competent authority that the recording media are
acceptable.
F - 16
Break-in runs that include a determination of fuel and oil consumption and a determination
of power characteristics at rated maximum continuous power or thrust and, if applicable,
at rated take-off power or thrust.
A period of operation at rated maximum continuous power or thrust. For engines having a
rated take-off power or - thrust, part of that period should be at rated take-off power or thrust.
The test equipment used for the test run should be capable of output determination of accuracy
sufficient to assure that the engine output delivered complies with the specified rating and
operation limitations.
F - 17
F - 18
AMC No. 3 to 21.A.129(c) Obligations of the manufacturer Condition for safe operation
Before issue of the Statement of Conformity to the competent authority the manufacturer under
this Subpart should make an investigation so as to be satisfied in respect to each of the items
listed below. The documented results of this investigation should be kept on file by the
manufacturer. Certain of these items may be required to be provided (or made available) to the
operator or owner of the aircraft, and, for validation of the statement of conformity, to the
competent authority.
1
F - 19
2.2
Technical records which identify the location and serial numbers of components that have
traceability requirements for continued airworthiness purposes including those identified in
21.A.801 and 21.A.805.
Log book and a modification record book for the aircraft as required by the Agency.
Log books for products identified in 21.A.801 installed as part of the type design as
required by the Agency.
A record of missing items or defects which do not affect airworthiness these for example
could be furnishing or BFE (Items may be recorded in a technical log or other suitable
arrangement such that the operator and Agency are formally aware).
Records which demonstrate completion of maintenance tasks appropriate to the test flight
flying hours recorded by the aircraft. These records should show the relationship of the
maintenance status of the particular aircraft to the manufacturers recommended
maintenance task list and the Maintenance Review Board (MRB) document/report.
10
Details of the serviceability state of the aircraft in respect of, a) the fuel and oil contents, b)
provision of operationally required emergency equipment such as life rafts, etc.
11
Details of the approved interior configuration if different from that approved as part of the
type design.
12
An approved Flight Manual which conforms to the build standard and modification state of
the particular aircraft should be available.
13
Show that inspections for foreign objects at all appropriate stages of manufacture have
been satisfactorily performed.
14
The registration has been marked on the exterior of the aircraft as required by national
legislation. Where required by national legislation fix a fireproof owners nameplate.
15
Where applicable, there should be a certificate for noise and, for the aircraft radio station.
16
The installed compass and or compass systems have been adjusted and compensated
and a deviation card displayed in the aircraft.
17
18
19
Details of installations which will be removed before starting commercial air transport
operations (e.g., ferry kits for fuel, radio or navigation).
F - 20
20
List of all applicable Service Bulletins and airworthiness directives that have been
implemented.
F - 21
The purpose of the aircraft Statement of Conformity (EASA Form 52) issued under Part 21
Section A Subpart F is to present to the competent authority a complete aircraft. The competent
authority only validates the Statement of Conformity if it finds, as described in 21.A.130 and its
associated GM, that the aircraft conforms with the type design and is in condition for safe
operation.
2 GENERAL
The Statement of Conformity must comply with the format attached including block numbers and
the location of each Block. The size of each Block may however be varied to suit the individual
application, but not to the extent that would make the Statement of Conformity unrecognisable. If
in doubt consult the competent authority.
The Statement of Conformity must either be pre-printed or computer generated but in either case
the printing of lines and characters must be clear and legible. Pre-printed wording is permitted in
accordance with the attached model but no other certification statements are permitted.
Statements of Conformity must be issued in one or more of the official language(s) of the issuing
competent authority with translations in English shown below, if required. Completionmay be
either machine/computer printed or hand-written using block letters to permit easy reading.
A copy of the Statement of Conformity and all referenced attachments are to be retained by the
manufacturer. A copy of the validated Statement of Conformity is to be retained by the competent
authority.
Block 2
Block 3
A unique serial number should be pre-printed in this Block for Statement control
and traceability purposes. Except that in the case of a computer generated
F - 22
The full name and location address of the manufacturer issuing the statement.
This Block may be pre-printed. Logos, etc., are permitted if the logo can be
contained within the Block.
Block 5
The aircraft type in full as defined in the type-certificate and its associated data
sheet.
Block 6
The type-certificate reference numbers and issue for the subject aircraft.
Block 7
If the aircraft is registered then this mark will be the registration mark. If the aircraft
is not registered then this will be such a mark that is accepted by the competent
authority of the Member State and, if applicable, by the competent authority of a
third country.
Block 8
The identification number assigned by the manufacturer for control and traceability
and product support. This is sometimes referred to as a Manufacturers Serial No
or Constructors No.
Block 9
The engine and propeller type(s) in full as defined in the relevant type-certificate
and its associated data sheet. Their manufacturer identification No and associated
location should also be shown.
Block 10
Block 11
Block 12
Block 13
Block 14
Block 15
Block 16
Block 17
F - 23
performed are those required by 21.A.127 and GM 21.A.127, to ensure that the
aircraft conforms to the applicable design data and is in condition for safe
operation.
The listing of items provided (or made available) to satisfy the safe operation
aspects of this statement should be kept on file by the manufacturer.
Block 18
Block 19
The name of the person signing the certificate should be typed or printed in a
legible form.
Block 20
Block 21
Additionally, for production under Part 21 Section A Subpart F, this Block must include validation
by the competent authority. For this purpose, the validation statement below should be included in
the Block 21 itself, and not referred in a separate document. The statement can be pre-printed,
computer generated or stamped, and should be followed by the signature of the representative of
the competent authority validating the certificate, the name and the position/identification of such
representative of the competent authority, and the date of such validation by the competent
authority.
VALIDATION STATEMENT:
After due inspection the <identify the issuing competent authority > is satisfied that this document
constitutes an accurate and valid Statement of Conformity in accordance with Part 21 Section A
Subpart F.
AMC No. 2 to 21.A.130(b) Statement of Conformity for Products (other than complete
aircraft), parts, appliances and materials - The Authorised Release Certificate (EASA Form
1)
A. INTRODUCTION
This AMC relates specifically to the use of the EASA Form 1 for manufacturing purposes under
Part 21 Subpart F. It can be used as a supplement to the completion instructions in Part 21,
Appendix I which covers the use of the EASA Form 1.
F - 24
A mixture of items released under Subpart G and under Subpart F of Part 21 is not permitted on
the same certificate.
2. GENERAL FORMAT
Refer to Part 21 Appendix I.
3. COPIES
Refer to Part 21 Appendix I.
The Part 21 Subpart F originator must retain a copy of the certificate in a form that allows
verification of original data.
Block 12
Remarks
Examples of conditions which would necessitate statements in Block 12 are:
F - 25
Additionally, for production under Subpart F, this block must include the Statement
of Conformity by the manufacturer under 21.A.130. For this purpose, the
appropriate Block 13a statement must be included in the block 12 and not
referenced in a separate document. The statement may be pre-printed, computer
generated or stamped, and must be followed by the signature of the
manufacturers authorised person under 21.A.130(a), the name and the
position/identification of such person and the date of the signature.
Block 13b
Authorised Signature
This space shall be completed with the signature of the competent authority
representative validating the Block 12 manufacturer Statement of Conformity,
under 21.A.130(d). To aid recognition, a unique number identifying the
representative may be added.
Block 13c
Approval/Authorisation Number
Enter the authorisation number reference. This number or reference is given by
the competent authority to the manufacturer working under Part 21 Subpart F.
F - 26
General
This determination is made according to the data provided by the engine type-certificate holder.
This data should allow the determination of whether the engine complies with the emissions
production cut-off requirement of paragraph (d) of Volume II, Part III, Chapter 2, paragraph 2.3.2
of Annex 16 to the Chicago Convention. It should be noted that in the case of engines for which
the Competent Authority has granted an exemption from these requirements, the emissions
requirements applicable are the regulatory levels defined in Volume II, Part III, Chapter 2,
paragraph 2.3.2 c) of Annex 16 to the Chicago Convention.
2.
Process and criteria for exemptions against a NOx emissions production cut-off
requirement
2.1
Request
The organisation should submit a formal request to the Competent Authority, signed by an
appropriate manager, and copied to all other relevant organisations and involved Competent
Authorities including the Agency. The letter should include the following information
for
the
Administration
b)
Whether the proposed affected engines are spares or new and whom the
engines will be originally delivered to.
Note: In the case where the engines are new (new engines installed on new aircraft), and
if this would result in a larger negative environmental impact as compared to exemptions
only for spare engines, more detailed justification could be required to approve this
application.
c)
F - 27
the amount that the engine model exceeds the NOx emissions standard,
taking into account any other engine models in the engine family covered
by the same type-certificate and their relation to the standard;
Projected future production volumes and plans for producing a compliant version
of the engine model seeking exemption;
2.2
Evaluation
2.2.1.
Since the Agency has the overview of the exemptions granted within the Member States
and within Third Countries by contacting the relevant Design Organisation, the Agency advises
the Competent Authority during the process of granting exemptions. The advice from the Agency
should take the form of a letter sent to the Competent Authority.
2.2.2
Use of engines
Spare engines are defined as complete new engine units which are to be
installed on in-service aircraft for maintenance and replacement. It can be
presumed that exemption applications associated with engines for this
purpose would be granted as long as the emissions were equal to or
lower than those engines they are replacing. The application should
include the other items described in points (a) and (b) of paragraph 2.1
above, but it would not need to include the items specified in point (c). For
spare engines, the evaluation of the exemption application would be
F - 28
conducted for record keeping and reporting purposes, but it would not be
done for approval of an exemption.
New engines are defined as complete new engine units which are to be
installed on new aircraft. They can only be exempted from a NOx
production cut-off requirement if they already meet the previous standard
(e.g. exemption from the CAEP/6 NOx production cut-off requirement of
paragraph (d) of Volume II, Part III, Chapter 2, paragraph 2.3.2 of Annex
16 to the Chicago Convention is only possible if an engine type already
meets the regulatory levels defined in Volume II, Part III, Chapter 2,
paragraph 2.3.2 c) of Annex 16 to the Chicago Convention). Also, in order
for and exemption to be granted for this type of engine the applicant must
clearly demonstrate that they meet the criteria for an exemption by
including items described in points (a), (b) and (c) of paragraph 2.1 above.
The Competent Authority may require additional information regarding the
appropriateness of the potential exemption.
b)
c)
Other engines
Unlimited exemptions may be granted for continued production of spare engines
having emissions equivalent to or lower than the engines they are replacing.
Engines for use on aircraft excluded from the scope of the Basic Regulation - i.e.
aircraft specified in Annex II to the Basic Regulation and aircraft involved in
activities referred to in Article 1(2) of the Basic Regulation (e.g. military, customs,
F - 29
police, search and rescue, fire fighting, coastguard or similar activities or services)
- are excluded from civil aircraft NOx production cut-off requirements.
2.3
Rejection of request
If the competent authority rejects the request for exemption, the response should include a
detailed justification.
GM 21A.130 (b) (4) Definitions of engine type certification date and production date
Volume II of Annex 16 to the Chicago Convention contains two different references to applicability
dates:
Date of manufacture for the first individual production model which refers to the engine
type certification date; and
Date of manufacture for the individual engine which refers to the production date of a
specific engine serial number (date of Form 1).
The second reference is used in the application of the engine NOx emissions production cut-off
requirement, which specifies a date after which all in-production engine models must meet a
certain NOx emissions standard.
21A.130(b)(4) includes the production requirements and refers to paragraphs (b) and (d) of
Volume II, Part III, Chapter 2, paragraph 2.3 of Annex 16 to the Chicago Convention.
F - 30
21.A.133 Eligibility
Any natural or legal person (organisation) shall be eligible as an applicant for an approval under this
Subpart. The applicant shall:
(a) justify that, for a defined scope of work, an approval under this Subpart is appropriate for the purpose
of showing conformity with a specific design; and
(b) hold or have applied for an approval of that specific design; or
(c) have ensured, through an appropriate arrangement with the applicant for, or holder of, an approval of
that specific design, satisfactory coordination between production and design.
G-1
The applicant will be required to show a need for an approval, normally based on one or
more of the following criteria:
1
manufacturing
firms that perform only sub-contract work for main manufacturers of products and are
consequently placed under their direct surveillance.
applicable
use of the item on the product, part or appliance. Accordingly, the manufacturer or
provider of the following will not at present be considered for production organisation
approval:
consumable materials
raw materials
standard parts
-
G-2
AMC No. 1 to 21.A.133(b) and (c) Eligibility Link between design and production
organisations
An arrangement is considered appropriate if it is documented and satisfies the competent
authority that co-ordination is satisfactory.
To achieve satisfactory coordination the documented arrangements must at least define the
following aspects irrespective of whether the two organisations are separate legal entities or not:
The responsibilities of a design organisation which assure correct and timely transfer of
up-to-date airworthiness data (e.g., drawings, material specifications, dimensional data,
processes, surface treatments, shipping conditions, quality requirements, etc.);
The scope of the arrangements must cover Part 21 Subpart G requirements and
associated AMC and GM, in particular: 21.A.145(b), 21.A.165(c), (f) and (g);
The procedures to deal adequately with production deviations and non-conforming parts;
In many cases the production organisation may receive the approved design data through an
intermediate production organisation. This is acceptable provided an effective link between the
design approval holder and the production organisation can be maintained to satisfy the intent of
21.A.133.
When the design and production organisations are two separate legal entities a Direct Delivery
Authorisation must be available for direct delivery to end users in order to guarantee continued
airworthiness control of the released parts and appliances.
G-3
Where there is no general agreement for Direct Delivery Authorisation, specific permissions may
be granted (refer to AMC 21.A.4).
AMC No. 2 to 21.A.133(b) and (c) Eligibility Link between design and production
organisations
In accordance with AMC No.1 to 21.A.133(b) and (c) the POA holder must demonstrate to the
competent authority that it has entered into an arrangement with the design organisation. The
arrangement must be documented irrespective of whether the two organisations are separate
legal entities or not.
The documented arrangement must facilitate the POA holder to demonstrate compliance with the
requirement of 21.A.133(b) and (c) by means of written documents agreed.
In the case where the design organisation and POA holder are part of the same legal entity these
interfaces may be demonstrated by company procedures accepted by the competent authority.
In all other cases to define such a design/production interface the following sample format is
offered:
G-4
ARRANGEMENT
in accordance with 21.A.133(b) and (c)
The undersigned agree on the following commitments:
relevant interface
procedures
G-5
signature
([NAME in block letters])
21.A.134 Application
Each application for a production organisation approval shall be made to the competent authority in a form
and manner established by that authority, and shall include an outline of the information required by point
21.A.143 and the terms of approval requested to be issued under point 21.A.151.
GM 21.A.134 Application Application form and manner
EASA Form 50 (see AMC 21.B.220(c)) should be obtained from the competent authority, and
completed by the accountable manager of the organisation.
The completed form, an outline of the production organisation exposition, and details of the
proposed terms of approval are to be forwarded to the competent authority.
G-6
G-7
procedures which identify persons responsible for the prescribed actions are established,
The manager responsible for ensuring that the quality system is implemented and maintained
should be identified.
The competent authority will verify on the basis of the exposition and by appropriate investigations
that the production organisation has established and can maintain their documented quality
system.
first article inspection, including destruction if necessary, to verify that the article conforms
to the applicable data for new production line or new supplier,
incoming inspections and tests of supplied parts or appliances that can be satisfactorily
inspected on receipt,
G-8
a vendor rating system which gives confidence in the performance and reliability of this
supplier,
any additional work, tests or inspection which may be needed for parts or appliances
which are to be delivered as spare parts and which are not subjected to the checks
normally provided by subsequent production or inspection stages.
The POA holder may rely on inspection/tests performed by supplier if it can establish that:
personnel responsible in charge of these tasks satisfy the competency standards of the
POA quality system,
the records or reports showing evidence of conformity are available for review and audit.
The control of suppliers holding a POA for the parts or appliances to be supplied can be reduced,
to a level at which a satisfactory interface between the two quality systems can be demonstrated.
Thus, for the purpose of showing conformity, a POA holder can rely upon documentation for parts
or appliances released under a suppliers 21.A.163 privileges.
A supplier who does not hold a POA is considered as a sub-contractor under the direct control of
the POA quality system.
The POA holder retains direct responsibility for inspections/tests carried out either at its own
facilities or at suppliers facilities.
The control procedures covering the elements of 21.A.139(b)(1) should document the
standards to which the production organisation intends to work.
2.
Co-ordination with the applicant for, or holder of, an approved design as required
by 21.A.133(b) and (c) and 21.A.165(g)
Issue of certifications within the scope of approval for the privileges of 21.A.163
Incorporation of airworthiness data in production and inspection data as required
in 21.A.133(b) and (c) and 21.A.145(b)
G-9
General
Note:
For the purpose of this AMC, vendors and sub-contractors are hereafter referred to as
suppliers, regardless of whether or not they hold a POA and audit and control is hereafter
referred to as surveillance.
The production organisation is required by Part 21 to demonstrate that it has established
and maintains a quality system that enables the organisation to ensure that each item
produced conforms to the applicable design data and is in a condition for safe operation.
To discharge this responsibility, the quality system should have, among other
requirements, procedures to adequately carry out the assessment and surveillance of
suppliers.
The use of Other Parties (OP), such as a consulting firm or quality assurance company,
for supplier assessment and surveillance does not exempt the POA holder from its
obligations under 21.A.165. The supplier assessment and surveillance, corrective action a
nd follow-up activity conducted at any of its suppliers facilities may be performed by OP.
The purpose of using an OP cannot be to replace the assessment, audit and control of the
POA Holder. It is to allow an element (i.e. the assessment of the quality system) to be
delegated to another organisation under controlled conditions.
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The use of OP to perform supplier assessments and surveillance should be part of the
production organisation quality system and fulfil the conditions of this AMC.
This AMC is applicable to a method whereby a POA holder has a documented
arrangement with OP for the purpose of assessing and/or surveying a POA's supplier.
2.
3.
Conditions and criteria for the use of OP to perform supplier assessment and surveillance
(a)
The POA holder should include the use of OP for supplier assessment and
surveillance in the POA holders quality system to demonstrate compliance with
the applicable requirements of Part 21.
(b)
(c)
Procedures of the POA holder that uses OP to perform supplier assessment and
surveillance should include the following:
(1)
(2)
(3)
The method used by the POA holder to evaluate and monitor the OP. The
method should include the following as a minimum:
(i)
(ii)
(iii)
(iv)
(v)
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(5)
The procedures used by the OP to notify the POA holder of nonconformities discovered at the suppliers facility, corrective action and
follow-up.
(d)
The POA should make arrangements that allow the competent authority to make
investigation in accordance with 21.A.157 to include OP activities.
General
Note:
For the purpose of this AMC, vendors and sub-contractors are hereafter
referred to as suppliers, regardless of whether or not they hold a POA and
audit and control is hereafter referred to as surveillance.
Other party supplier certification is a method whereby a supplier contracts with an
appropriately recognised or accredited Other Party (OP) for the purpose of obtaining a
certification from that OP. Certification indicates that the supplier has satisfactorily
demonstrated to meet the applicable standard on a continuing basis. OP certification
results in placing the supplier on the OP list of certified organisations, or in the supplier
receiving a certificate identifying the requirements that have been met. Periodic follow-up
evaluations are conducted by the OP to verify continued compliance with the
requirements of the applicable standard.
The production organisation is required by Part 21 to demonstrate that it has established
and maintains a quality system that enables the organisation to ensure that each item
produced conforms to the applicable design data and is in a condition for safe operation.
To this responsibility, the quality system should have, among other requirements,
procedures to adequately carry out the assessment and surveillance of suppliers.
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Conditions and criteria for using supplier certification for the supplier assessment and
surveillance
(a)
The POA holder should include the use of supplier certification for the supplier
assessment and surveillance in the POA holders quality system to demonstrate
compliance with the applicable requirements of Part 21.
(b)
Procedures required for use of supplier certification for the supplier assessment
and surveillance should be consistent with other procedures of the POA holders
quality system.
(c)
Procedures of the POA holder that uses supplier certification for the supplier
assessment and surveillance should include the following:
(1)
Listing of the OP that has certified or will certify suppliers and will conduct
supplier assessment and surveillance or the scheme under which the
accreditation of the OP is controlled. This listing should be maintained by
the POA holder and made available to the competent authority upon
request.
(2)
(3)
The method used by the POA holder to evaluate and monitor the
certification process of any OP certification body or OP certification
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scheme used. This applies not only to new suppliers, but also to any
decision by the POA holder to rely on OP certification of current suppliers.
The method should include the following as a minimum:
(i)
(ii)
(iii)
(iv)
(v)
(vi)
(vii)
Where the POA holder uses an OP accredited by a signatory to the European cooperation
for Accreditation (EA) Multilateral Agreement and working in accordance with an aviation
standard (e.g. EN 9104 series of requirements) that describes requirements for the OP
certification, the items (ii), (iv) and (v) shall be deemed to be complied with:
(4)
(5)
Procedures that ensure that the POA is aware of the loss of an existing
certification.
(6)
(7)
(d)
The POA should make arrangements that allow the competent authority to make
investigation in accordance with 21.A.157 to include OP activities.
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21.A.143 Exposition
(a) The organisation shall submit to the competent authority a production organisation exposition providing
the following information:
1. a statement signed by the accountable manager confirming that the production organisation exposition
and any associated manuals which define the approved organisations compliance with this Subpart will
be complied with at all times;
2. the title(s) and names of managers accepted by the competent authority in accordance with point
21.A.145(c)(2);
3. the duties and responsibilities of the manager(s) as required by point 21.A.145(c)(2) including matters
on which they may deal directly with the competent authority on behalf of the organisation;
4. an organisational chart showing associated chains of responsibility of the managers as required by
point 21.A.145(c)(1) and (2);
5. a list of certifying staff as referred to in point 21.A.145(d);
6. a general description of man-power resources;
7. a general description of the facilities located at each address specified in the production organisations
certificate of approval;
8. a general description of the production organisations scope of work relevant to the terms of approval;
9. the procedure for the notification of organisational changes to the competent authority;
11. a description of the quality system and the procedures as required by point 21.A.139(b)(1);
12. a list of those outside parties referred to in point 21.A.139(a).
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(b) The production organisation exposition shall be amended as necessary to remain an up-to-date
description of the organisation, and copies of any amendments shall be supplied to the competent
authority.
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G - 17
Procedures are required to define the manner in which airworthiness, noise, fuel venting
and exhaust emissions data is used to issue and update the production/quality data,
which determines the conformity of products, parts and appliances. The procedure must
also define the traceability of such data to each individual product, part or appliance for
the purpose of certifying condition for safe operation and issuing a Statement of
Conformity or EASA Form 1.
under:
http://easa.europa.eu/certification/application-forms.php)
to
the
competent
authority in order that they may be seen to be appropriate in terms of relevant knowledge and
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satisfactory experience related to the nature of the production activities as performed by the Part
21 Section A Subpart G organisation.
The responsibilities and the tasks of each individual manager are required to be clearly defined, in
order to prevent uncertainties about the relations, within the organisation. In the case of
organisation structures where staff-members are responsible to more than one person, as for
instance in matrix and project organisations, responsibilities of the managers should be defined in
such a way that all responsibilities are covered.
Where a Part 21 Section A Subpart G organisation chooses to appoint managers for all or any
combination of the identified Part 21 functions because of the size of the undertaking, it is
necessary that these managers report ultimately to the accountable manager. In cases where a
manager does not directly report to the accountable manager, he or she should have a formally
established direct access to the accountable manager.
One such manager, normally known as the quality manager is responsible for monitoring the
organisations compliance with Part 21 Section A Subpart G and requesting remedial action as
necessary by the other managers or the accountable manager as appropriate. He or she should
have a direct access to the accountable manager.
Certifying Staff are nominated by the production organisation to ensure that products,
parts and/or appliances qualify for Statements of Conformity or Release Certificates.
Certifying Staff positions and numbers are to be appropriate to the complexity of the
product and the production rate.
For that purpose, in addition to general training policy, the organisation must define its
own standards for training, including pre-qualification standards, for personnel to be
identified as certifying staff.
Training policy is part of the Quality System and its appropriateness forms part of
investigation by the competent authority within the organisation approval process and
subsequent surveillance of persons proposed by managers.
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A feedback system to ascertain that the required standards are being maintained must be
put in place to ensure the continuing compliance of personnel to authorisation
requirements.
The competent authority holds the right to reject those personnel, appointed by the
organisation, if found to have inappropriate experience or not to otherwise comply with its
requirements.
The record may be kept in any format and must be controlled by an internal procedure of
the organisation. This procedure forms part of the quality system.
Persons authorised to access the system must be maintained at a minimum to ensure that
records cannot be altered in an unauthorised manner and that confidential records cannot
become accessible to unauthorised persons.
The certifying person must be given reasonable access on request to his or her own
records.
Under the provision of 21.A.157 the competent authority has a right of access to the data
held in such a system.
The organisation must keep the record for at least two years after the certifying person
has ceased employment with the organisation or withdrawal of the authorisation,
whichever is the sooner.
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The authorisation document must be in a style that makes its scope clear to the certifying
staff and any authorised person who may require to examine the authorisation. Where
codes are used to define scope, an interpretation document should be readily available.
Certifying staff are not required to carry the authorisation document at all times but should
be able to make it available within a reasonable time of a request from an authorised
person. Authorised persons include the competent authority.
Changes in the production or quality systems that may have an important impact
on the conformity/airworthiness of each product, part or appliance.
To ensure that changes do not result in non-compliance with Part 21 Section A Subpart G
it is in the interest of both the competent authority and the approval holder to establish a
relationship and exchange information that will permit the necessary evaluation work to be
conducted before the implementation of a change. This relationship should also permit
agreement on the need for variation of the terms of approval (ref 21.A.143(a)(9)).
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Where a change of name or ownership results in the issue of a new approval the
investigation will normally take account of the competent authoritys knowledge and
information from the preceding approval.
When an organisation expands its facility to include a new production location or moves
parts of its production to a new location the production organisation approval may
continue in force, but the approval does not include the new location until the competent
authority has indicated its satisfaction with the arrangements.
Arrangements for maintaining the standards of the approval up to the point where
the production area is closed down.
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Procedures which ensure that goods are not released from the new location until
their associated production and quality systems have been verified.
Arrangements for keeping the competent authority informed of progress with the
relocation.
From the co-ordination plan, the competent authority can determine the points at which it
wishes to conduct investigation.
If an agreed co-ordination plan is in operation, the competent authority will normally allow
the existing approval to remain in force and will, where appropriate, grant an additional
approval to cover the new address for the duration of the move.
21.A.149 Transferability
Except as a result of a change in ownership, which is deemed significant for the purposes of point
21.A.147, a production organisation approval is not transferable.
GM 21.A.149 Transferability
Transfer of approval would normally only be agreed in cases where the ownership changes but
the organisation itself remains effectively unchanged. For example:
An acceptable transfer situation could be a change of company name (supported by the
appropriate certificate from the National Companies Registration Office or equivalent) but with no
changes to site address, facilities, type of work, staff, accountable manager or person nominated
under 21.A.145.
Alternatively, in the event of receivership (bankruptcy, insolvency or other equivalent legal
process) there may be good technical justification for continuation of the approval provided that
the company continues to function in a satisfactory manner in accordance with their POE. It is
likely that at a later stage the approval might be voluntarily surrendered or the organisation
transferred to new owners in which case the former paragraphs apply. If it does not continue to
operate satisfactorily then the competent authority could suspend or revoke the approval under
21.B.245.
In order for the competent authority to agree to a transfer of approval, it will normally prescribe it
as a condition in accordance with 21.A.147(b) that the obligations and responsibilities of the
former organisation should be transferred to the new organisation, otherwise transfer is not
possible and application for a new approval will be required.
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SCOPE OF WORK
PRODUCTS/CATEGORIES
A1 Large Aeroplanes
A2 Small Aeroplanes
A3 Large Helicopters
A4 Small Helicopters
A5 Gyroplanes
A6 Sailplanes
A7 Motor Gliders
A8 Manned Balloons
A9 Airships
A10 Light Sport Aeroplanes
A11 Very Light Aeroplanes
A12 Other
B1 Turbine Engines
B2 Piston Engines
B3 APUs
B4 Propellers
C1 Appliances:
State types
G - 24
C2 Parts:
D1 Maintenance
AMC 21.A.153 Changes to the terms of approval Application for a change to the terms of
approval
EASA Form 51 (see AMC No 1 to 21.B.240) must be obtained from the competent authority and
completed in accordance with the procedures of the POE.
The information entered on the form is the minimum required by the competent authority to assess
the need for change of the production organisation approval.
The completed form and an outline of the changed POE, and details of the proposed change to
POA terms of approval must be forwarded to the competent authority.
21.A.157 Investigations
A production organisation shall make arrangements that allow the competent authority to make any
investigations, including investigations of partners and subcontractors, necessary to determine compliance
and continued compliance with the applicable requirements of this Subpart.
G - 25
The investigation may include; audits, enquiries, questions, discussions and explanations,
monitoring, witnessing, inspections, checks, flight and ground tests and inspection of completed
products, parts or appliances produced under the POA.
In order to maintain its confidence in the standards achieved by a POA holder or applicant the
competent authority may make an investigation of a sample product part or appliance and its
associated records, reports and certifications.
The arrangements should enable the organisation to give positive assistance to the competent
authority and co-operate in performing the investigation during both initial assessment and for the
subsequent surveillance to maintain the POA.
Co-operation in performing investigation means that the competent authority has been given full
and free access to the facilities and to any information relevant to demonstrate compliance to Part
21 Section A Subpart G requirements, and assistance (personnel support, records, reports,
computer data, etc., as necessary).
Assistance to the competent authority includes all appropriate means associated with the facilities
of the production organisation to allow the competent authority to perform these investigations,
such as the availability of a meeting room, office and personnel support, documentation and data,
and communication facilities, all properly and promptly available as necessary.
The competent authority seeks to have an open relationship with the organisation and suitable
liaison personnel should be nominated to facilitate this, including suitable representative(s) to
accompany competent authority staff during visits not only at the organisations own facilities but
also at sub-contractors, partners or suppliers.
21.A.158 Findings
(a) When objective evidence is found showing non-compliance of the holder of a production organisation
approval with the applicable requirements of this Annex I (Part 21), the finding shall be classified as
follows:
1. a level one finding is any non-compliance with this Annex I (Part 21) which could lead to uncontrolled
non- compliances with applicable design data and which could affect the safety of the aircraft;
2. a level two finding is any non-compliance with this Annex I (Part 21) which is not classified as level one.
(b) A level three finding is any item where it has been identified, by objective evidence, to contain potential
problems that could lead to a non-compliance under point (a).
(c) After receipt of notification of findings according to point 21.B.225,
1. in case of a level one finding, the holder of the production organisation approval shall demonstrate
corrective action to the satisfaction of the competent authority within a period of no more than 21 working
days after written confirmation of the finding;
2. in case of level two findings, the corrective action period granted by the competent authority shall be
appropriate to the nature of the finding but in any case initially shall not be more than three months. In
G - 26
certain circumstances and subject to the nature of the finding the competent authority may extend the
three months period subject to the provision of a satisfactory corrective action plan agreed by the
competent authority;
3. a level three finding shall not require immediate action by the holder of the production organisation
approval.
(d) In case of level one or level two findings, the production organisation approval may be subject to a
partial or full limitation, suspension or revocation under point 21.B.245. The holder of the production
organisation approval shall provide confirmation of receipt of the notice of limitation, suspension or
revocation of the production organisation approval in a timely manner.
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(b) Upon surrender or revocation, the certificate shall be returned to the competent authority.
non-compliance with the POE and its associated procedures which could affect conformity
of manufactured items to design data
21.A.163 Privileges
Pursuant to the terms of approval issued under point 21.A.135, the holder of a production organisation
approval may:
(a) perform production activities under this Annex I (Part 21);
(b) in the case of complete aircraft and upon presentation of a statement of conformity (EASA Form 52)
under point 21.A.174, obtain an aircraft certificate of airworthiness and a noise certificate without further
showing;
(c) in the case of other products, parts or appliances, issue authorised release certificates (EASA Form 1)
without further showing;
(d) maintain a new aircraft that it has produced and issue a certificate of release to service (EASA Form
53) in respect of that maintenance;
(e) under procedures agreed with its competent authority for production, for an aircraft it has produced and
when the production organisation itself is controlling under its POA the configuration of the aircraft and is
attesting conformity with the design conditions approved for the flight, to issue a permit to fly in
accordance with point 21.A.711(c) including approval of the flight conditions in accordance with point
21.A.710(b).
AMC No.1 to 21.A.163(c) Computer generated signature and electronic exchange of the
EASA Form 1
1
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Form 1, should document it and submit it to the competent authority as part of the
documents attached with its exposition.
ensure integrity and accuracy of the data certified by the signature of the Form
and be able to show evidence of the authenticity of the EASA Form 1 (recording
and record keeping) with suitable security, safeguards and backups;
be active only at the location where the part is being released with an EASA Form
1;
provide a high degree of assurance that the data has not been modified after
signature (if modification is necessary after issuance, i.e. re-certification of a part),
a new form with a new number and reference to the initial issuance should be
made); and
An electronic signature means data in electronic form which are attached to or logically
associated with other electronic data and which serve as a method of authentication and
should meet the following criteria:
it is created using means that the signatory can maintain under their sole control.
administrators, signatories;
track changes;
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archives;
etc.
The electronic system generating the EASA Form 1 may contain additional data such as:
manufacturer code;
workshop report;
inspection results;
etc.
4.
all data of the EASA Form 1, including data referenced from the EASA Form 1;
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additional data not required by the EASA Form 1 completion instructions, such as
manufacturer code, customer identification code.
The system used for the exchange of the electronic EASA Form 1 should provide:
When the certificate is used for prototype purposes the following statement must be
entered at the beginning of block 12:
NOT
ELIGIBLE
FOR
INSTALLATION
ON
IN-SERVICE
TYPE-CERTIFICATED
AIRCRAFT.
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THIS DOCUMENT CERTIFIES THE APPROVAL OF THE DESIGN DATA [insert TC/STC
number, revision level], DATED [insert date if necessary for identification of revision
status], TO WHICH THIS ITEM (THESE ITEMS) WAS (WERE) MANUFACTURED.
When a new certificate is issued to correct error(s) the following statement must be
entered in block 12:
THIS CERTIFICATE CORRECTS THE ERROR(S) IN BLOCK(S) [enter block(s)
corrected] OF THE CERTIFICATE [enter original tracking number] DATED [enter original
issuance date] AND DOES NOT COVER CONFORMITY/ CONDITION/RELEASE TO
SERVICE.
Modification standard.
Details of repair work carried out, or reference to a document where this is stated.
In case of an engine, if the Competent Authority has granted an emissions production cutoff exemption the record: [NEW OR SPARE] ENGINE EXEMPTED FROM NOx
EMISSIONS PRODUCTION CUT-OFF REQUIREMENT.
MAINTENANCE OF AIRCRAFT
Examples of such maintenance activities are:
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Repairs.
Maintenance tasks to maintain airworthiness during flight training, demo flights and other
non-revenue flights.
Any maintenance activities must be recorded in the Aircraft Log Book. It must be signed by
certifying staff for attesting the conformity of the work to the applicable airworthiness data.
In some cases the Aircraft Log Book is not available, or the production organisation prefers to use
a separate form (for instance for a large work package or for delivery of the aircraft to the
customer). In these cases, production organisations must use EASA Form 53 which must
subsequently become part of the aircraft maintenance records.
AMC 21.A.163(e) Procedure for the issue of a permit to fly including approval of the flight
conditions
1 INTENT
This acceptable means of compliance provides means to develop a procedure for the issue of a
permit to fly including approval of the flight conditions.
Each POA applicant or holder must develop its own internal procedure following this AMC, in
order to obtain the privilege of 21.A.163(e) to issue permits to fly for an aircraft under procedures
agreed with its competent authority for production, when the production organisation itself is
controlling under its POA the configuration of the aircraft and is attesting conformity with the
design conditions approved for the flight.
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2.1
Content
The procedure must address the following points:
2.2
authorised signatories;
2.3
2.4
2.5
Authorised signatories
The person(s) authorised to sign the permit to fly under the privilege of 21.A.163(e) must
be identified (name, signature and scope of authority) in the procedure, or in an
appropriate document linked to the Production Organisation Exposition.
2.6
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2. Determine that other products, parts or appliances are complete and conform to the approved design
data and are in a condition for safe operation before issuing an EASA Form 1 to certify conformity to
approved design data and condition for safe operation;
3. Additionally, in the case of engines, determine that the completed engine is in compliance with the
applicable emissions requirements on the date of manufacture of the engine;
4. Determine that other products, parts or appliances conform to the applicable data before issuing an
EASA Form 1 as a conformity certificate.
(d) record all details of work carried out;
(e) establish and maintain an internal occurrence reporting system in the interest of safety, to enable the
collection and assessment of occurrence reports in order to identify adverse trends or to address
deficiencies, and to extract reportable occurrences. This system shall include evaluation of relevant
information relating to occurrences and the promulgation of related information;
(f) 1. report to the holder of the type-certificate or design approval, all cases where products, parts or
appliances have been released by the production organisation and subsequently identified to have
possible deviations from the applicable design data, and investigate with the holder of the type-certificate
or design approval in order to identify those deviations which could lead to an unsafe condition;
2. report to the Agency and the competent authority of the Member State the deviations which could lead
to an unsafe condition identified according to point (1). Such reports shall be made in a form and manner
established by the Agency under point 21.A.3A(b)(2) or accepted by the competent authority of the
Member State;
3. where the holder of the production organisation approval is acting as a supplier to another production
organisation, report also to that other organisation all cases where it has released products, parts or
appliances to that organisation and subsequently identified them to have possible deviations from the
applicable design data;
(g) provide assistance to the holder of the type-certificate or design approval in dealing with any continuing
airworthiness actions that are related to the products parts or appliances that have been produced;
(h) establish an archiving system incorporating requirements imposed on its partners, suppliers and
subcontractors, ensuring conservation of the data used to justify conformity of the products, parts or
appliances. Such data shall be held at the disposal of the competent authority and be retained in order to
provide the information necessary to ensure the continuing airworthiness of the products, parts or
appliances;
(i) where, under its terms of approval, the holder issues a certificate of release to service, determine that
each completed aircraft has been subjected to necessary maintenance and is in condition for safe
operation, prior to issuing the certificate;
(j) where applicable, under the privilege of point 21.A.163(e), determine the conditions under which a
permit to fly can be issued;
(k) where applicable, under the privilege of point 21.A.163(e), establish compliance with points
21.A.711(c) and (e) before issuing a permit to fly to an aircraft.
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2.
G - 36
3.
Technical records which identify the location and serial numbers of components that have
special traceability requirements for continued airworthiness purposes including those
identified in 21.A.801 and 21.A.805.
4.
Log book and a modification record book for the aircraft as required by the Agency.
5.
Log books for products identified in 21.A.801 installed as part of the type design as
required by the Agency.
6.
7.
A record of missing items or defects which do not affect airworthiness these for example
could be furnishing or BFE (Items may be recorded in a technical log or other suitable
arrangement such that the operator and Agency are formally aware).
8.
9.
Records which demonstrate completion of maintenance tasks appropriate to the test flight
flying hours recorded by the aircraft. These records should show the relationship of the
maintenance status of the particular aircraft to the manufacturers recommended
maintenance task list and the MRB document/report.
10.
Details of the serviceability state of the aircraft in respect of a) the fuel and oil contents, b)
provision of operationally required emergency equipment such as life rafts, etc.
11.
Details of the approved interior configuration if different from that approved as part of the
type design.
12.
An approved Flight Manual which conforms to the build standard and modification state of
the particular aircraft shall be available.
13.
Show that inspections for foreign objects at all appropriate stages of manufacture have
been satisfactorily performed.
14.
The registration has been marked on the exterior of the aircraft as required by national
legislation. Where required by national legislation fix a fireproof owners nameplate.
15.
Where applicable there should be a certificate for noise and for the aircraft radio station.
16.
The installed compass and or compass systems have been adjusted and compensated
and a deviation card displayed in the aircraft.
17.
18.
19.
Details of installations which will be removed before starting commercial air transport
operations (e.g., ferry kits for fuel, radio or navigation).
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20.
Where maintenance work has been performed under the privilege of 21.A.163(d) issue a
release to service that includes a statement that the aircraft is in a condition for safe
operation.
21.
List of all applicable Service Bulletins and airworthiness directives that have been
implemented.
The EASA Form 1 should only be used for conformity release purposes when it is possible to
indicate the reason that prevents its issue as for airworthiness release purposes.
General
This determination is made according to the data provided by the engine type-certificate holder.
This data should allow the determination of whether the engine complies with the emissions
production cut-off requirement of paragraph (d) of Volume II, Part III, Chapter 2, paragraph 2.3.2
of Annex 16 to the Chicago Convention. It should be noted that in the case of engines for which
the Competent Authority has granted an exemption from these requirements, the emissions
requirements applicable are the regulatory levels defined in Volume II, Part III, Chapter 2,
paragraph 2.3.2 c) of Annex 16 to the Chicago Convention.
2.
Process and criteria for applying for exemptions against a NOx emissions production cutof requirement.
2.1
Request
The organisation should submit a formal request to the Competent Authority, signed by an
appropriate manager, and copied to all other relevant organisations and involved Competent
G - 38
Authorities including the Agency. The letter should include the following information for the
Competent Authority to be in a position to review the application:
a)
Administration
b)
Designate whether the proposed exempted engines are spares or new and
whom the engines will be originally delivered to.
Note: In the case where the engines are new (new engines installed on new aircraft), and
if this would result in a larger negative environmental impact as compared to exemptions
only for spare engines, more detailed justification could be required to approve this
application.
c)
the amount that the engine model exceeds the NOx emissions standard,
taking into account any other engine models in the engine family covered
by the same type-certificate and their relation to the standard;
Projected future production volumes and plans for producing a compliant version
of the engine model seeking exemption;
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2.2
Evaluation process.
2.2.1.
Since the Agency has the overview of the exemptions granted within the Member States
and within Third Countries by contacting the relevant Design Organisation, the Agency advises
the Competent Authority during the process of granting exemptions. The advice from the Agency
should take the form of a letter sent to the Competent Authority.
2.2.2
Use of engines
Spare engines are defined as complete new engine units which are to be
installed on in-service aircraft for maintenance and replacement. It can be
presumed that exemption applications associated with engines for this purpose
would be granted as long as the emissions were equal to or lower than those
engines they are replacing. The application should include the other items
described in points (a) and (b) of paragraph 2.1 above, but it would not need to
include the items specified in point (c). For spare engines, the evaluation of the
exemption application would be conducted for record keeping and reporting
purposes, but it would not be done for approval of an exemption.
New engines are defined as complete new engine units which are to be installed
on new aircraft. They can only be exempted from a NOx production cut-off
requirement if they already meet the previous standard (e.g. exemption from the
CAEP/6 NOx production cut-off requirement of paragraph (d) of Volume II, Part III,
Chapter 2, paragraph 2.3.2 of Annex 16 to the Chicago Convention is only
possible if an engine type already meets the regulatory levels defined in Volume
II, Part III, Chapter 2, paragraph 2.3.2 c) of Annex 16 to the Chicago Convention).
Also, in order for and exemption to be granted for this type of engine the applicant
must clearly demonstrate that they meet the criteria for an exemption by including
items described in points (a), (b) and (c) of paragraph 2.1 above. The Competent
Authority may require additional information regarding the appropriateness of the
potential exemption.
b)
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on the considerations explained in point (c) of paragraph 2.1 above. The number of
engines exempted should not exceed 75 per engine type-certificate, and the end date of
continued production of the affected engines should not exceed 31.12.2016. The number
of exemptions is related to individual non-compliant engines covered under the same
type-certificate.
Exemptions for new engines should be processed and approved by the Competent
Authority, in agreement with the Agency, for both the manufacture of the exempted
engines and the initial operator of the aircraft to which they are to be fitted. Given the
international nature of aviation, the Agency should attempt to collaborate and consult on
the details of exemptions. In the case where engine type certification is done through a
reciprocity agreement between the Agency and Third Countries, the Agency should
coordinate on the processing of exemptions and concur before approval is granted.
c)
Other engines
Unlimited exemptions may be granted for continued production of spare engines having
emissions equivalent to or lower than the engines they are replacing.
Engines for use on aircraft excluded from the scope of the Basic Regulation - i.e. aircraft
specified in Annex II to the Basic Regulation and aircraft involved in activities referred to in
Article 1(2) of the Basic Regulation (e.g. military, customs, police, search and rescue, fire
fighting, coastguard or similar activities or services) - are excluded from civil aircraft NOx
production cut-off requirements.
2.3
Rejection of request
If the competent authority rejects the request for exemption, the response should include a
detailed justification.
Date of manufacture for the first individual production model which refers to the engine
type certification date; and
Date of manufacture for the individual engine which refers to the production date of a
specific engine serial number (date of Form 1).
The second reference is used in the application of engine NOx emissions production cut-off
requirement which specifies a date after which all in-production engine models must meet a
certain NOx emissions standard.
21A.165(c)(3) includes the production requirements and refers to paragraphs (b) and (d) of
Volume II, Part III, Chapter 2, paragraph 2.3 of Annex 16 to the Chicago Convention.
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Describe the organisation of and responsibility for the archiving system (location,
compilation, format) and conditions for access to the information (e.g., by product,
subject).
Control access and provide effective protection from deterioration or accidental damage.
Define an archiving period for each type of data taking into account importance in relation
to conformity determination subject to the following:
a
Data which supports conformity of a product, part, or appliance should be kept for
not less than three years from the issue date of the related Statement of
Conformity or Authorised Release Certificate.
Ensure that the recording and record-keeping system used by the partners, supplier and
sub-contractors meet the objective of conformity of the product, part or appliance with the
same level of confidence as for their own manufacture. They should define in each case
who is to retain the record data (organisation or partner, supplier or sub-contractor). They
should also define method for surveillance of the recording/record keeping system of the
partners, suppliers or sub-contractors.
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21.A.172 Eligibility
Any natural or legal person under whose name an aircraft is registered or will be registered in a Member
State (Member State of registry), or its representative, shall be eligible as an applicant for an
airworthiness certificate for that aircraft under this Subpart.
21.A.173 Classification
Airworthiness certificates shall be classified as follows:
(a) certificates of airworthiness shall be issued to aircraft which conform to a type-certificate that has been
issued in accordance with this Annex I (Part 21);
(b) restricted certificates of airworthiness shall be issued to aircraft:
1. which conform to a restricted type-certificate that has been issued in accordance with this Annex I (Part
21); or
2. which have been shown to the Agency to comply with specific airworthiness specifications ensuring
adequate safety.
21.A.174 Application
(a) Pursuant to point 21.A.172, an application for an airworthiness certificate shall be made in a form and
manner established by the competent authority of the Member State of registry.
(b) Each application for a certificate of airworthiness or restricted certificate of airworthiness shall include:
1. the class of airworthiness certificate applied for;
2. with regard to new aircraft:
(i) a statement of conformity:
issued under point 21.A.163(b), or
issued under point 21.A.130 and validated by the competent authority, or
for an imported aircraft, a statement signed by the exporting authority that the aircraft conforms to a
design approved by the Agency;
(ii) a weight and balance report with a loading schedule;
(iii) the flight manual, when required by the applicable airworthiness code for the particular aircraft;
3. with regard to used aircraft:
(i) originating from a Member State, an airworthiness review certificate issued in accordance with Part M;
(ii) originating from a non-member State:
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a statement by the competent authority of the State where the aircraft is, or was, registered, reflecting
the airworthiness status of the aircraft on its register at time of transfer,
a weight and balance report with a loading schedule,
the flight manual when such material is required by the applicable airworthiness code for the particular
aircraft,
historical records to establish the production, modification, and maintenance standard of the aircraft,
including all limitations associated with a restricted certificate of airworthiness under point 21.B.327(c),
a recommendation for the issuance of a certificate of airworthiness or restricted certificate of
airworthiness and an airworthiness review certificate following an airworthiness review in accordance with
Part M.
(c) Unless otherwise agreed, the statements referred to in points (b)(2)(i) and (b)(3)(ii) shall be issued no
more than 60 days before presentation of the aircraft to the competent authority of the Member State of
registry.
21.A.175 Language
The manuals, placards, listings, and instrument markings and other necessary information required by
applicable certification specifications shall be presented in one or more of the official language(s) of the
European Union acceptable to the competent authority of the Member State of registry.
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21.A.180 Inspections
The holder of the airworthiness certificate shall provide access to the aircraft for which that airworthiness
certificate has been issued upon request by the competent authority of the Member State of registry.
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H-4
21.A.203 Eligibility
Any natural or legal person under whose name an aircraft is registered or will be registered in a Member
State (Member State of registry), or its representative, shall be eligible as an applicant for a noise
certificate for that aircraft under this Subpart.
21.A.204 Application
(a) Pursuant to point 21.A.203, an application for a noise certificate shall be made in a form and manner
established by the competent authority of the Member State of registry.
(b) Each application shall include:
1. with regard to new aircraft:
(i) a statement of conformity:
issued under point 21.A.163(b), or
issued under point 21.A.130 and validated by the competent authority, or
for an imported aircraft, a statement, signed by the exporting authority that the aircraft conforms to a
design approved by the Agency; and
(ii) the noise information determined in accordance with the applicable noise requirements;
2. with regard to used aircraft:
(i) the noise information determined in accordance with the applicable noise requirements; and
(ii) historical records to establish the production, modification, and maintenance standard of the aircraft.
(c) Unless otherwise agreed, the statements referred to in point (b)(1) shall be issued no more than 60
days before presentation of the aircraft to the competent authority of the Member State of registry.
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(b) if the aircraft moves to the register of another Member State, the noise certificate shall be issued upon
presentation of the former noise certificate.
21.A.210 Inspections
The holder of the noise certificate shall provide access to the aircraft for which that noise certificate has
been issued upon request by the competent authority of the Member State of registry or by the Agency for
inspection.
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21.A.233 Eligibility
Any natural or legal person (organisation) shall be eligible as an applicant for an approval under this
Subpart
(a) in accordance with points 21.A.14, 21.A.112B, 21.A.432B or 21.A.602B; or
(b) for approval of minor changes or minor repair design, when requested for the purpose of obtaining
privileges under point 21.A.263.
21.A.234 Application
Each application for a design organisation approval shall be made in a form and manner established by
the Agency and shall include an outline of the information required by point 21.A.243, and the terms of
approval requested to be issued under point 21.A.251.
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(b) The design assurance system shall include an independent checking function of the showings of
compliance on the basis of which the organisation submits compliance statements and associated
documentation to the Agency.
(c) The design organisation shall specify the manner in which the design assurance system accounts for
the acceptability of the parts or appliances designed or the tasks performed by partners or subcontractors
according to methods which are the subject of written procedures.
Purpose
This GM outlines some basic principles and objectives of 21.A.239(a).
2.
Definitions
2.1
2.2
The design assurance means all those planned and systematic actions necessary
to provide adequate confidence that the organisation has the capability
2.3
The Type Investigation means the tasks of the organisation in support of the
type-certificate, supplemental type-certificate or other design approval processes
necessary to demonstrate and verify and to maintain compliance with the
applicable CS and environmental protection requirements.
3.
Design Assurance
The complete process, starting with the CS and environmental protection requirements
and product specifications and culminating with the issuing of a type-certificate, is shown
in the diagram on Figure 1. This identifies the relationship between the design, the Type
Investigation and design assurance processes.
Effective design assurance demands a continuing evaluation of factors that affect the
adequacy of the design for intended applications, in particular that the product, or part,
complies with applicable CS and environmental protection requirements and will continue
to comply after any change.
Two main aspects should therefore be considered:
How the planned and systematic actions are defined and implemented, from the
very beginning of design activities up to continued airworthiness activities;
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How these actions are regularly evaluated and corrective actions implemented as
necessary.
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3.1
General
a.
b.
c.
d.
e.
f.
g.
h.
3.1.2
Chief Executive and Head of design organisation (or his or her Deputy)
a.
b.
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c.
3.1.3
Compliance Verification
a.
b.
3.1.4
Office of Airworthiness
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
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l.
m.
n.
o.
p.
q.
r.
s.
t.
u.
v.
w.
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they meet the respective requirements, and that they are provided
to the Agency for approval.
3.1.5
b.
3.2
GM No. 2 to 21.A.239(a) Design assurance system for minor changes to type design or
minor repairs to products
1.
Purpose
This GM outlines some basic principles and objectives in order to comply with 21.A.239(a)
for organisations designing only minor changes to type design or minor repairs to
products.
2.
control sub-contractors
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procedures and responsibilities associated with the functions listed above, taking
due account of Part 21 requirements applicable to design and approval of minor
changes to type design or minor repairs to products.
2.
3.
For a product, there is normally only one compliance verification engineer nominated for
each relevant subject. A procedure should cover the non-availability of nominated persons
and their replacement when necessary.
4.
For STC cases, when compliance statement and associated documentation are produced
by the TC holder, and when these data are approved under the system of the authority of
TC holder, then the STC applicant does not need to provide, within its own DOA, the
independent checking function required in 21.A.239(b) for these data.
When any Partner/Sub-contractor does not hold a DOA then the applicant will need to
establish to its own satisfaction and the satisfaction of the Agency, the adequacy of that
partners/sub-contractors design assurance system in accordance with 21.A.243(b).
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21.A.243 Data
(a) The design organisation shall furnish a handbook to the Agency describing, directly or by crossreference, the organisation, the relevant procedures and the products or changes to products to be
designed.
(b) Where any parts or appliances or any changes to the products are designed by partner organisations
or subcontractors, the handbook shall include a statement of how the design organisation is able to give,
for all parts and appliances, the assurance of compliance required by point 21.A.239(b), and shall contain,
directly or by cross- reference, descriptions and information on the design activities and organisation of
those partners or subcontractors, as necessary to establish this statement.
(c) The handbook shall be amended as necessary to remain an up-to-date description of the organisation,
and copies of amendments shall be supplied to the Agency.
(d) The design organisation shall furnish a statement of the qualifications and experience of the
management staff and other persons responsible for making decisions affecting airworthiness and
environmental protection in the organisation.
A description of the tasks which can be performed under the approval, according to the
following classification:
a.
b.
c.
A list of types and models for which the design approval has been granted and
for which privileges may be exercised, supported by a brief description for each
product.
d.
2.
A general description of the organisation, its main departments, their functions and the
names of those in charge; a description of the line management and of functional
relationships between the various departments.
3.
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of responsibilities within the design assurance system, and the control of the work of all
partners and sub-contractors.
4.
A general description of the way in which the organisation performs all the design
functions in relation to airworthiness and environmental protection approvals including:
a.
The procedures followed and forms used in the Type Investigation process to
ensure that the design of, or the change to the design of, the product as
applicable is identified and documented, and complies with the applicable CS and
environmental protection requirements, including specific requirements for import
by importing authorities
b.
The procedures for classifying design changes as major or minor and for the
approval of minor changes.
c.
The procedures for classifying and approving unintentional deviations from the
approved design data occurring in production (concessions or nonconformances).
d.
5
A general description of the way in which the organisation performs its functions in relation
to the continuing airworthiness of the product it designs, including co-operation with the
production organisation when dealing with any continuing airworthiness actions that are
related to production of the product, part or appliance, as applicable.
6.
A description of the human resources, facilities and equipment, which constitutes the
means for design, and where appropriate, for ground and flight testing.
7.
An outline of a system for controlling and informing the Staff of the organisation of current
changes in engineering drawings, specifications and design assurance procedures.
8.
The type design, including relevant design information, drawings and test reports,
including inspection records of test specimens.
b.
c.
9.
A description of the record keeping system to comply with 21.A.55 and 21.A.105.
10.
A description of the means by which the organisation monitors and responds to problems
affecting the airworthiness of its product during design, production and in service in
particular to comply with 21.A.3 (see also GM No. 1 to 21.A.239, paragraphs 3.1.4(s) and
(u)).
11.
The names of the design organisation authorised signatories. Nominated persons with
specific responsibilities such as mentioned in 21.A.33 and 21.A.35 should be listed.
12.
(Reserved).
13.
A clear definition of the tasks, competence and areas of responsibility of the Office of
Airworthiness.
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14.
A description of the procedures for the establishment and the control of the maintenance
and operating instructions (see 21.A.57, 21.A.61, 21.A.107, 21.A.119, 21.A.120 and
21.A.449).
15.
A description of the means by which the continuing evaluation (system monitoring) of the
design assurance system will be performed in order to ensure that it remains effective.
AMC No. 2 to 21.A.243(a) Data requirements - Model content of handbook for organisations
designing minor changes to type design or minor repairs to products
Part 1. Organisation
1.1
1.2
1.3
Amendment procedure
1.4
1.5
Distribution list
1.6
1.7
1.8
Organisation charts
1.9
Human resources
1.10
Management staff
1.11
1.12
Part 2. Procedures
2.1
2.2
2.3
2.4
2.5
Documentation control
- in relations with the changes and repairs
- in relation with failures/malfunctions and defects (i.e. Services Bulletins)
2.6
Record keeping
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Purpose
This GM provides guidelines on the following points:
2.
minor
Kind of statement
3.1
Chief Executive
The Chief Executive should provide the necessary resources for the proper
functioning of the design organisation.
A statement of the qualification and experience of the Chief Executive is normally
not required.
3.2
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the Chief Executive for the execution of all functions as specified in Part 21,
Subpart J. Depending on the size of the organisation, the functions may be
subdivided under individual managers.
The nominated managers should be identified and their credentials furnished to
the Agency on EASA Form 4-DOA (see EASA website:
http://easa.europa.eu/certification/application-forms.php) in order that they may be
seen to be appropriate in terms of relevant knowledge and satisfactory experience
related to the nature of the design activities as performed by the organisation.
The responsibilities and the tasks of each individual manager should be clearly
defined, in order to prevent uncertainties about the relations, within the
organisation. Responsibilities of the managers should be defined in a way that all
responsibilities are covered.
3.3
Training policy forms part of the design assurance system and its
appropriateness forms part of investigation by the Agency within the
organisation approval process and subsequent surveillance of persons
proposed by the organisation.
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Under the provision of 21.A.257 the Agency has a right of access to the
data held in such a system.
The organisation should keep the record for at least two years after a
person has ceased employment with the organisation or withdrawal of the
authorisation, whichever is the sooner.
GM No. 2 to 21.A.243(d) Data requirements - Statement of the qualification and experienceOrganisations designing minor changes to type design or minor repairs to products
For organisations designing minor changes to type design or minor repairs to products, the
statement of the qualifications and experience required by 21.A.243(d) should be addressed as
follows :
1.
The nominated managers should be identified and their credentials submitted to the
Agency
on
EASA
Form
DOA
(see
EASA
website:
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should be selected by the organisation in accordance with a procedure and criteria agreed
with the Agency.
General. The data submitted in accordance with 21.A.243 should show that sufficient
skilled personnel are available and suitable technical and organisational provisions have
been made for carrying out the Type Investigation defined by GM No. 1 to 21.A.239(a),
paragraph 2.3.
Personnel. The applicant should show that the personnel available to comply with
21.A.245(a) are, due to their special qualifications and number, able to provide assurance
of the design or modification of a product, as well as the compilation and verification of all
data needed to meet the applicable CS and environmental protection requirements while
taking into account the present state of the art and new experience.
b.
Accommodation and test facilities which are suitable for carrying out tests and
measurements needed to demonstrate compliance with the CS and environmental
protection requirements. The test facilities may be subjected to additional
technical conditions related to the nature of tests performed.
Organisation. The data submitted in accordance with 21.A.243 should show that:
4.1
The Head of the design organisation for which an application for approval has
been made, has the direct or functional responsibility for all departments of the
organisation which are responsible for the design of the product. If the
departments responsible for design are functionally linked, the Head of the design
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4.3
[Reserved]
4.4
Responsibilities for all tasks related to Type Investigations are assigned in such a
way that gaps in authority are excluded.
4.5
4.6
b.
c.
The manager responsible for design has the direct or functional responsibility for all
departments of the organisation which are involved in the design of minor changes to type
design or minor repairs to products.
2.
Person(s) have been nominated to liaise with the Agency and to co-ordinate airworthiness
and environmental protection matters. Their position in the organisation should allow
direct report to the manager responsible for design.
3.
Responsibilities for all tasks related to the design and approval of minor changes to type
design or minor repairs to products are assigned to ensure that all areas are covered
4.
The responsibility for a number of tasks as in paragraph 3 may be assigned to one person
especially in the case of simple projects.
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product, shall be approved by the Agency. An application for approval shall be submitted in writing to the
Agency and the design organisation shall demonstrate to the Agency, on the basis of submission of
proposed changes to the handbook, and before implementation of the change, that it will continue to
comply with this Subpart after implementation.
Organisation
Change in the parts of the organisation that contribute directly to the airworthiness
or environmental protection (independent checking function, office of
airworthiness [or equivalent])
2.
Responsibilities
the Chief of the Office of Airworthiness [GM No. 1 to 21.A.245, para. 4.2]
3.
Procedures
Change to the principles of procedures related to :
the approval of the design of minor changes and minor repairs [21.A.263(c)(2)]
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4.
Resources
21.A.249 Transferability
Except as a result of a change in ownership, which is deemed significant for the purposes of point
21.A.247, a design organisation approval is not transferable.
GM 21.A.249 Transferability
1.
Transfer of the approval would normally only be agreed in cases where the organisation
itself remains substantially unchanged.
2.
3.
In the event of receivership there may be good technical justification for continuation of
the approval provided that the company continues to function in a satisfactory manner. It
is likely that at a later stage the approval might be surrendered by the receiver or
transferred to another legal entity in which case the former paragraphs apply.
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The terms of approval are stated on the certificate of approval issued by the Agency. The
certificate states the scope of work and the products, changes or repairs thereof, with the
appropriate limitations for which the approval has been granted. For design organisation
approval covering type certification or ETSO authorisation for APU, the list of product
types covered by the design assurance system should be included.
2.
3.
The certificate references the handbook of the approved design organisation, provided in
accordance with 21.A.243. This handbook defines the tasks which may be performed
under the approval.
4.
5.
For repair design activities, the certificate states the scope of work with the appropriate
limitations for which the approval has been granted.
Scope of work
This design organisation approval has been granted for:
2.
Category of products
Any other indication if the Agency has found a limitation related to aircraft systems or
technologies and reducing the scope as defined in paragraph 1.
3.
Privileges
The holder of this approval is entitled to:
List of the privileges granted with the approval, pursuant to 21.A.263(c)(1), (2) and (3).
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21.A.257 Investigations
(a) The design organisation shall make arrangements that allow the Agency to make any investigations,
including investigations of partners and subcontractors, necessary to determine compliance and continued
compliance with the applicable requirements of this Subpart.
(b) The design organisation shall allow the Agency to review any report and make any inspection and
perform or witness any flight and ground test necessary to check the validity of the compliance statements
submitted by the applicant under point 21.A.239(b).
GM 21.A.257(a) Investigations
Arrangements that allow the Agency to make investigations include the complete design
organisation including partners, sub-contractors and suppliers, whether they are in the State of the
applicant or not, assisting and co-operating with the Agency in performing inspections and audits
conducted during initial assessment and subsequent surveillance.
Assistance to the Agency includes all appropriate means associated with the facilities of the
design organisation to allow the Agency to perform these inspections and audits, such as a
meeting room and office support.
21.A.258 Findings
(a) When objective evidence is found showing non-compliance of the holder of a design organisation
approval with the applicable requirements of this Annex I (Part 21), the finding shall be classified as
follows:
1. a level one finding is any non-compliance with this Annex I (Part 21) which could lead to uncontrolled
non- compliances with applicable requirements and which could affect the safety of the aircraft;
2. a level two finding is any non-compliance with this Annex I (Part 21) which is not classified as level one.
(b) A level three finding is any item where it has been identified, by objective evidence, to contain potential
problems that could lead to a non-compliance under point (a).
(c) After receipt of notification of findings under the applicable administrative procedures established by
the Agency,
1. in case of a level one finding, the holder of the design organisation approval shall demonstrate
corrective action to the satisfaction of the Agency within a period of no more than 21 working days after
written confirmation of the finding;
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2. in case of level two findings, the corrective action period granted by the Agency shall be appropriate to
the nature of the finding but in any case initially shall not be more than three months. In certain
circumstances and subject to the nature of the finding the Agency may extend the three months period
subject to the provision of a satisfactory corrective action plan agreed by the Agency;
3. a level three finding shall not require immediate action by the holder of the design organisation
approval.
(d) In case of level one or level two findings, the design organisation approval may be subject to a partial
or full suspension or revocation under the applicable administrative procedures established by the
Agency. The holder of the design organisation approval shall provide confirmation of receipt of the notice
of suspension or revocation of the design organisation approval in a timely manner.
21.A.263 Privileges
(a) The holder of a design organisation approval shall be entitled to perform design activities under this
Annex I (Part 21) and within its scope of approval.
(b) Subject to point 21.A.257(b), the Agency shall accept without further verification the following
compliance documents submitted by the applicant for the purpose of obtaining:
1. the approval of flight conditions required for a permit to fly; or
2. a type-certificate or approval of a major change to a type design; or
3. a supplemental type-certificate; or
4. an ETSO authorisation under point 21.A.602B(b)(1); or
5. a major repair design approval.
(c) The holder of a design organisation approval shall be entitled, within its terms of approval and under
the relevant procedures of the design assurance system:
1. to classify changes to type design and repairs as major or minor;
2. to approve minor changes to type design and minor repairs;
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3. to issue information or instructions containing the following statement: The technical content of this
document is approved under the authority of DOA ref. EASA. 21J. [XXXX].;
4. to approve minor revisions to the aircraft flight manual and supplements, and issue such revisions
containing the following statement: Revision No [YY] to AFM (or supplement) ref. [ZZ] is approved under
the authority of DOA ref. EASA. 21J. [XXXX].;
5. to approve the design of major repairs to products or Auxiliary Power Units for which it holds the typecertificate or the supplemental type-certificate or ETSO authorisation;
6. to approve the conditions under which a permit to fly can be issued in accordance with point
21.A.710(a)(2), except for permits to fly to be issued for the purpose of point 21.A.701(a)(15);
7. to issue a permit to fly in accordance with point 21.A.711(b) for an aircraft it has designed or modified,
or for which it has approved under point 21.A.263(c)(6) the conditions under which the permit to fly can be
issued, and when the design organisation itself is controlling under its Design Organisation Approval the
configuration of the aircraft and is attesting conformity with the design conditions approved for the flight.
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AMC No. 1 to 21.A.263(c)(1) Procedure for the classification of changes to type design and
repairs as minor and major
1.
INTENT
This acceptable means of compliance provides means to develop a procedure for the
classification of changes to type design and repairs.
Each DOA applicant must develop its own internal classification procedure following this
AMC, in order to obtain the associated 21.A.263(c)(1) privilege.
2.
Content
The procedure must address the following points:
classification
authorised signatories
For changes to type design, criteria used for classification must be in compliance
with 21.A.91 and GM 21.A.91.
For repairs, criteria used for classification must be in compliance with 21.A.435
and GM 21.A.435.
2.2
2.3
Classification
The procedure must show how the effects on airworthiness and environmental
protection are analysed, from the very beginning, by reference to the applicable
requirements.
If no specific CS or environmental protection requirements are applicable to the
change or repairs, the above review must be carried out at the level of the part or
system where the change or repair is integrated and where specific CS or
environmental protection requirements are applicable.
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2.4
2.5
Authorised signatories
All classifications of changes to type design or repairs must be accepted by an
appropriate authorised signatory.
The procedure must indicate the authorised signatories for the various products
listed in the terms of approval.
For those changes or repairs that are handled by sub-contractors, as described
under paragraph 2.6, it must be described how the DOA holder manages its
classification responsibility.
2.6
Content
The procedure must address the following points:
2.
authorised signatories.
those minor design changes to type design or minor repairs where additional
substantiation data is necessary to demonstrate compliance with the CS or
environmental protection requirements
other minor design changes to type design or minor repairs requiring no further
demonstration of compliance.
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3.
Classification
The procedure must show how the effects on airworthiness and environmental protection
are analysed, from the very beginning, by reference to the applicable requirements.
If no specific requirements are applicable to the change or the repair, the above review
must be done at the level of the part or system where the change or repair is integrated
and where specific CS or environmental protection requirements are applicable.
For repair, see also GM 21.A.435.
4.
5.
Authorised signatories
All classifications of changes to type design or repairs must be accepted by an
appropriate authorised signatory.
The procedure must indicate the authorised signatories for the various products listed in
the terms of approval.
AMC No. 1 to 21.A.263(c)(2) Procedure for the approval of minor changes to type design or
minor repairs
1.
INTENT
This acceptable means of compliance provides means to develop a procedure for the
approval of minor changes to type design or minor repairs.
Each DOA applicant must develop its own internal procedures following this AMC, in order
to obtain the associated privilege under 21.A.263(c)(2).
2.
Content
The procedure must address the following points:
compliance documentation
authorised signatories
J - 25
2.2
Compliance documentation
For those minor changes to type design or minor repairs where additional work to
demonstrate compliance with the applicable CS and environmental protection
requirements is necessary, compliance documentation must be established and
independently checked as required by 21.A.239(b).
The procedure must describe how the compliance documentation is produced and
checked.
2.3
For those minor changes to type design or minor repairs where additional
work to demonstrate compliance with the applicable CS and
environmental protection requirements is necessary, the procedure must
define a document to formalise the approval under the DOA privilege.
This document must include at least:
For the other minor changes to type design or minor repairs, the
procedure must define a means to identify the change or repair and
reasons for the change or repair, and to formalise its approval by the
appropriate engineering authority under an authorised signatory. This
function may be delegated by the Office of Airworthiness but must be
controlled by the Office of Airworthiness, either directly or through
appropriate procedures of the DOA holders design assurance system.
2.4
Authorised signatories
The persons authorised to sign for the approval under the privilege of
21.A.263(c)(2) must be identified (name, signature and scope of authority) in
appropriate documents that maybe linked to the handbook.
J - 26
2.5
Content
The procedure must address the following points:
2.
compliance documentation
authorised signatories.
Compliance documentation
For those minor changes to type design or minor repairs where additional work to
demonstrate compliance
CS and environmental
protection
For those minor changes to type design or minor repairs where additional work to
demonstrate compliance with the applicable CS or environmental protection
requirements is necessary, the procedure must define a document to formalise
the approval under the DOA privilege.
This document must include at least:
identification and brief description of the change or the repair and reason
for change or repair
J - 27
For the other minor changes to type design or minor repairs, the procedure must
define a means to identify the change or repair and reasons for the change or
repair, and to formalise its approval by the appropriate engineering authority
under an authorised signatory. This function must be controlled through
appropriate procedures of the DOA holder's design assurance system.
4.
Authorised signatories
The persons authorised to sign for the approval under the privilege of 21.A.263(c)(2) must
be identified (name, signature and scope of authority) in appropriate documents that may
be linked to the handbook.
INTENT
This GM provides guidelines to address the various aspects the DOA should cover in
order to have a comprehensive procedure for the issue of information or instructions.
2.
SCOPE
The information or instructions referred to in 21.A.263(c)(3) are issued by a DOA holder to
make available to the owners or operators of a product with all necessary data to
implement a change on the product or a repair, or to inspect it. Some are also issued to
provide maintenance organisations and other interested persons with all necessary
maintenance data for the performance of maintenance, including implementation of a
change on the product or a repair, or inspection, in accordance with 21.A.61, 21.A.107,
21.A.120 or 21.A.449 (Instructions for Continued Airworthiness).
This information or instructions may be issued in a format of a Service Bulletin as defined
in ATA 100 system, or in Structural Repair Manuals, Maintenance Manuals, Engine and
Propeller Manuals etc.
The preparation of this data involves design, production and inspection. As the overall
responsibility, through the privilege, is allocated to the DOA holder, the three aspects
should be properly handled under the DOA to obtain the privilege to issue information or
instructions containing a statement that the technical content is approved, and a
procedure should exist.
3.
PROCEDURE
For the information and instructions issued under 21.A.263(c)(3), the DOA holder should
establish a procedure addressing the following points :
J - 28
preparation
authorised signatories.
STATEMENT
The statement provided in the information or instructions should also cover the information
or instructions prepared by sub-contractors or vendors and declared applicable to its
products by the DOA holder.
The technical content is related to the design data and accomplishment instructions, and
its approval means that:
GM 21.A.263(c)(4) Procedure for the approval of minor revisions to the aircraft flight
manual
1.
INTENT
This GM provides guidelines to develop a procedure for the approval of minor revisions to
the aircraft flight manual (AFM).
Each DOA applicant/holder should develop its own internal procedure, based on these
guidelines, in order to obtain the associated privilege under 21.A.263(c)(4).
2.
(b)
Revision to the AFM not associated with changes to type design (also
identified as stand-alone revisions), that falls under one of the following:
J - 29
(c)
(2)
J - 30
2.2
3.
Content
The procedure should address the following points:
3.2
pproval statement.
Preparation
The procedure should indicate how revisions to the AFM are prepared and how
the co-ordination with people in charge of design changes is performed.
3.3
Classification
The procedure should indicate how revisions to the AFM are classified as minor,
in accordance with the criteria of paragraph 2.
All decisions of classification of minor revisions to the AFM that are not
straightforward must be recorded and documented. These records must be easily
accessible to the Agency for sample check.
All classifications of minor revisions to AFM must be accepted by an appropriate
authorised signatory.
The procedure must indicate the authorised signatories for the various products
listed in the terms of approval.
3.4
Approval
The procedure should indicate how the approval under the privilege of
21.A.263(c)(4) will be formalised.
The authorised signatories should be identified (name, signature), together with
the scope of authorisation, in a document that can be linked to the DOA
handbook.
J - 31
3.5
Approval statement
Revisions of the AFM approved under the privilege of 21.A.263(c)(4) should be
issued with the approval statement defined in 21.A.263(c)(4) on the front page
and/or in the log of revisions.
AMC 21.A.263(c)(6) Procedure for the approval of the conditions for issue of a permit to fly
1.
INTENT
This AMC provides means to develop a procedure to determine that an aircraft can fly,
under the appropriate restrictions compensating for noncompliance with the certification
specifications applicable to the aircraft category.
Each DOA applicant or holder must develop its own internal procedure following this
AMC, in order to obtain the privilege to make this determination and approve associated
conditions without Agency involvement, under 21.A.263(c)(6). When the privilege does not
apply, the DOA holder will prepare all necessary data required for the determination in
accordance with the same procedure required for the privilege, and will apply for Agency
approval.
2.
Content
The procedure must address the following points:
-
2.2
authorised signatories.
2.3
how the aircraft, for which an application for permit to fly is made, is
identified;
2.4
J - 32
The procedure must describe the process used by the DOA holder to justify that
an aircraft can perform the intended flight(s) safely. This process should include:
-
2.5
2.
Each compliance document must have a number and issue date. The
various issues of a document must be controlled.
3.
2.6
Initial approval
The procedure must include the following EASA Form 18A to support the
approval under the DOA privilege:
J - 33
5. Purpose
[Purpose in accordance with 21.A.701(a)]
6. Aircraft configuration
The above aircraft for which a permit to fly is requested is defined in [add reference
to the document(s) identifying the detailed configuration of the aircraft]
[For change(s) affecting the initial approval form: description of change(s). This form
must be re-issued]
7. Substantiations
[References to the document(s) justifying that the aircraft (as described in 6.) can
perform the intended flight(s) safely under the defined conditions or restrictions.]
[For change(s) affecting the initial approval form: reference(s) to additional
substantiation(s). This form must be re-issued]
8. Conditions/Restrictions
The above aircraft must be used with the following conditions or restrictions:
[Details of these conditions/restrictions, or reference to relevant document, including
specific maintenance instructions and conditions to perform these instructions]
9. Statement
The determination of the flight conditions has been made in accordance with the
relevant DOA procedure agreed by the Agency.
The aircraft as defined in block 6 above has no features and characteristics making it
unsafe for the intended operation under the identified conditions and restrictions.
[strikethrough what is not applicable]
10a. Approved under the authority of DOA EASA.21J.xyz [when privilege of
21.A.263(c)(6) applies]
10b. Submitted under the authority of DOA EASA.21J. xyz [when privilege of
21.A.263(c)(6) does not apply]
11. Date of issue
12. Name and signature
[Authorised signatory]
13. EASA approval and date
[when privilege of 21.A.263(c)(6) does not apply]
EASA Form 18A Issue 3
J - 34
Approval of changes
Except for changes that do not affect the conditions approved for the
issue of the permit to fly, the procedure must specify how changes will be
approved by the DOA Holder. The EASA Form 18A must be updated.
2.7
Authorised signatories
The person(s) authorised to sign the approval form must be identified (name,
signature and scope of authority) in the procedure, or in an appropriate document
linked to the DOA handbook.
INTENT
This acceptable means of compliance provides means to develop a procedure for the
issue of a permit to fly.
Each DOA applicant or holder must develop its own internal procedure following this
AMC, in order to obtain the privilege of 21.A.263(c)(7) to issue permits to fly for aircraft it
has designed or modified, or for which it has approved under 21.A.263(c)(6) the
conditions under which the permit to fly can be issued, and when the design organisation
itself is controlling under its DOA the configuration of the aircraft and is attesting
conformity with the design conditions approved for the flight.
2.
Content
The procedure must address the following points:
2.2
authorised signatories;
2.3
2.4
Authorised signatories
J - 35
The person(s) authorised to sign the permit to fly under the privilege of
21.A.263(c)(7) must be identified (name, signature and scope of authority) in the
procedure, or in an appropriate document linked to the DOA handbook.
2.5
The handbook of the applicant must be in the language which will permit the best use of it
by all personnel charged with the tasks performed for the purpose of the design
organisation. The applicant may be requested to provide an English translation of the
handbook and other supporting documents as necessary for the investigation.
2.
The handbook must be produced in a concise form with sufficient information to meet
21.A.243 relevant to the scope of approval sought by the applicant. The handbook must
include the following:
a.
b.
c.
d.
e.
f.
g.
J - 36
h.
i.
j.
Note:
3.
An updating system must be clearly laid down for carrying out required amendments and
modifications to the handbook.
4.
The handbook may be completely or partially integrated into the company organisation
manual. In this case, identification of the information required by 21.A.243 must be
provided by giving appropriate cross-references, and these documents must be made
available, on request, to the Agency.
The handbook should be signed by the Chief Executive and the Head of the design
organisation and declared as a binding instruction for all personnel charged with the
development and type investigation of products.
2.
All procedures referenced in the handbook are considered as parts of the handbook and
therefore as basic working documents.
J - 37
J - 38
2.
Required in the term non-required as used above means required by the applicable certification
specifications (CS 22.1303, 22.1305 and 22.1307) or required by the relevant operating
regulations and the applicable Rules of the Air or as required by Air Traffic Management (e.g. a
transponder in certain controlled airspace).
Examples of equipment which can be considered standard parts are electrical variometers,
bank/slip indicators ball type, total energy probes, capacity bottles (for variometers), final glide
calculators, navigation computers, data logger / barograph / turnpoint camera, bug-wipers and
anti-collision systems.
Equipment which must be approved in accordance to the certification specifications shall comply
with the applicable ETSO or equivalent and is not considered a standard part (e.g. oxygen
equipment).
K-1
2.
K-2
L-1
L-2
SUBPART M REPAIRS
21.A.431A Scope
(a) This Subpart establishes the procedure for the approval of repair design, and establishes the rights
and obligations of the applicants for, and holders of, those approvals.
(b) This Subpart defines standard repairs that are not subject to an approval process under this Subpart.
(c) A repair means elimination of damage and/or restoration to an airworthy condition following initial
release into service by the manufacturer of any product, part or appliance.
(d) Elimination of damage by replacement of parts or appliances without the necessity for design activity
shall be considered as a maintenance task and shall therefore require no approval under this Annex I
(Part 21).
(e) A repair to an ETSO article other than an Auxiliary Power Unit (APU) shall be treated as a change to
the ETSO design and shall be processed in accordance with point 21.A.611.
GM 21.A.431(a) Scope
Manuals and other instructions for continued airworthiness (such as the Manufacturers Structural
Repair Manual, Maintenance Manuals and Engine Manuals provided by the holder of the typecertificate, supplemental type-certificate, or APU ETSO authorisation as applicable) for operators,
contain useful information for the development and approval of repairs.
When these data are explicitly identified as approved, they may be used by operators without
further approval to cope with anticipated in-service problems arising from normal usage provided
that they are used strictly for the purpose for which they have been developed.
Approved data is data which is approved either by the Agency, or by an appropriately approved
design organisation.
NB:
Flow Chart 1 addresses the procedures that should be followed for products where the
State of design is a Member State
Flow Chart 2 addresses procedures that should be followed for products where the State
of design is not a Member State.
When specific repair data is approved outside of the Community, conditions for acceptance may
be defined in the bilateral arrangements between the Community and the competent authority of a
third country. In the absence of such arrangement, the repair data shall follow the approval route
as if it was designed and approved within the Community.
M-1
M-2
Under 21.A.611 in the context of an ETSO authorisation, i.e., when an article as such is
specifically approved under Subpart O, with dedicated rules that give specific rights and
obligations to the designer of the article, irrespective of any product type design or change
to the type design. For a repair to such an article, irrespective of installation on any
aircraft, Subpart O, and 21.A.611 in particular, should be followed; or
2.
21.A.432A Eligibility
(a) Any natural or legal person that has demonstrated, or is in the process of demonstrating, its capability
under point 21.A.432B shall be eligible as an applicant for a major repair design approval under the
conditions laid down in this Subpart.
(b) Any natural or legal person shall be eligible to apply for approval of a minor repair design.
M-3
(b) By way of derogation from point (a), as an alternative procedure to demonstrate its capability, an
applicant may seek Agency agreement for the use of procedures setting out the specific design practices,
resources and sequence of activities necessary to comply with this Subpart.
(c) By way of derogation from points (a) and (b), an applicant may seek the agreement of the Agency for
the approval of a certification programme setting out the specific design practices, resources and
sequence of activities necessary to comply with this Annex I (Part 21) for a repair on a product defined in
point 21.A.14(c).
AMC 21.A.433 (a) and 21.A.447 Repair design and record keeping
1.
Relevant substantiation data associated with a new major repair design and record
keeping should include:
a.
b.
c.
d.
correspondence with the TC, STC, or APU ETSO authorisation holder, if its advice
on the design has been sought,
e.
f.
effect on the aircraft, engines and/or systems, (performance, flight handling, etc.,
as appropriate)
M-4
2.
g.
h.
effect on Airworthiness limitations, the Flight Manual and the Operating Manual,
i.
j.
Relevant minor repair documentation includes paragraphs 1(a) and (c). Other points of
paragraph 1 may be included where necessary. If the repair is outside the approved data,
justification for classification is required.
3.
Special consideration should be given to repairs that impose subsequent limitations on the
part, product or appliance, (e.g., engine turbine segments that may only be repaired a
finite number of times, number of repaired turbine blades per set, oversizing of fastener
holes, etc.).
4.
Special consideration should also be given to Life Limited parts and Critical Parts, notably
with the involvement of the type-certificate or STC holder, when deemed necessary under
21.A.433 (b).
5.
Repairs to engine or APU critical parts would normally only be accepted with the
involvement of the TC holder.
M-5
Repairs whose effects are considered minor and require minimal or no assessment of the
original certification substantiation data to ensure that the aircraft still complies with all the
relevant requirements, are to be considered minor.
It is understood that not all the certification substantiation data will be available to those
persons/organisations classifying repairs. A qualitative judgement of the effects of the
repair will therefore be acceptable for the initial classification. The subsequent review of
the design of the repair may lead to it being re-classified, owing to early judgements being
no longer valid.
2.
Structural performance
Structural performance of the product includes static strength, fatigue, damage
tolerance, flutter and stiffness characteristics. Repairs to any element of the
structure should be assessed for their effect upon the structural performance.
ii)
iii)
Systems
Repairs to any elements of a system should be assessed for the effect intended
on the operation of the complete system and for the effect on system redundancy.
The consequence of a structural repair on an adjacent or remote system should
also be considered as above, (for example: airframe repair in area of a static port).
iv)
Operational characteristics
Changes may include:
v)
stall characteristics
handling
vibration
Other characteristics
-
M-6
Note:
3.
ii)
iii)
2)
M-7
Temporary repairs.
These are repairs that are life limited, to be removed and replaced by a permanent repair
after a limited service period. These repairs should be classified under 21.A.435 and the
service period defined at the approval of the repair.
4)
ii)
Note:
2)
M-8
For repairs approved outside of the Community conditions for acceptance may be defined
in the bilateral arrangement between the Community and the competent authority of a
third country. In the absence of such arrangement, the repair data shall follow the
approval route as if it was designed and approved within the EU.
ii)
Procedures having been established that comply with Part 21 Subpart M as agreed with
the Agency.
iii)
The type-certification basis for the product, part or appliance to be repaired having been
identified together with all other relevant requirements.
iv)
All records and substantiation data including documents demonstrating compliance with
all relevant certification specifications being held for reviews by the Agency.
v)
A summary list of all major repair approvals being provided to the Agency on a regular
basis as agreed with the Agency.
vi)
Whether the repair design is affected by the presence of any supplemental typecertificate.
M-9
21.A.443 Limitations
A repair design may be approved subject to limitations, in which case the repair design approval shall
include all necessary instructions and limitations. These instructions and limitations shall be transmitted by
the repair design approval holder to the operator in accordance with a procedure agreed with the Agency.
GM 21.A.443 Limitations
Instructions and limitations associated with repairs should be specified and controlled by those
procedures required by the applicable operations rules.
M - 10
M - 11
(ii) implicit in the collaboration with the type-certificate, supplemental type-certificate and with the APU
ETSO authorisation holder under point 21.A.433 (b), as appropriate.
2. specify the marking, including EPA letters, in accordance with point 21.A.804(a).
(b) Except for type-certificate holders or APU authorisation holders for which point 21.A.44 applies, the
holder of a minor repair design approval shall:
1. undertake the obligations laid down in points 21.A.4, 21.A.447 and 21.A.449; and
2. specify the marking, including EPA letters, in accordance with point 21.A.804(a).
M - 12
N-1
N-2
Scope
1.1
A manual of procedures must set out specific design practices, resources and
sequence of activities relevant for the specific projects, taking account of Part 21
requirements.
1.2
These procedures must be concise and limited to the information needed for
quality and proper control of activities by the applicant/holder, and by the Agency.
2.
3.
3.2
4.
O-1
The applicant should establish the necessary procedures to show to the Agency how it will
fulfil the obligations under 21.A.609.
For issue of information and instructions, a procedure following the principles of
AMC 21.A.14(b), paragraph 4 must be established.
5.
21.A.603 Application
(a) An application for an ETSO authorisation shall be made in a form and manner established by the
Agency and shall include an outline of the information required by point 21.A.605.
(b) When a series of minor changes in accordance with point 21.A.611 is anticipated, the applicant shall
set forth in its application the basic model number of the article and the associated part numbers with
open brackets after it to denote that suffix change letters or numbers (or combinations of them) will be
added from time to time.
21.A.604 ETSO Authorisation for an Auxiliary Power Unit (APU)
With regard to ETSO authorisation for an Auxiliary Power Unit:
(a) points 21.A.15, 21.A.16B, 21.A.17, 21.A.20, 21.A.21, 21.A.31, 21.A.33, 21.A.44 shall apply by way of
derogation from points 21.A.603, 21.A.606(c), 21.A.610 and 21.A.615, except that an ETSO Authorisation
shall be issued in accordance with 21.A.606 instead of the type-certificate;
(b) subpart D or Subpart E is applicable for the approval of design changes by way of derogation from
point 21.A.611. When Subpart E is used, a separate ETSO authorisation shall be issued instead of a
supplemental type-certificate.
(c) Subpart M is applicable to the approval of repair designs.
O-2
(f) for all other articles, the procedures referred to in point 21.A.602B(b)(2).
AMC 21.A.608
STANDARD FORM
DDP No. .........................................................
O-3
2.
3.
4.
5.
6.
7.
8.
Statement of compliance with the appropriate ETSO and any deviations therefrom.
9.
A statement of the level of compliance with the ETSO in respect of the ability of the article
to withstand various ambient conditions or to exhibit various properties.
The following are examples of information to be given under this heading depending on the nature
of the article and the specifications of the ETSO.
(a)
Environmental Qualification
i.
ii.
Temperature Variation
iii.
Humidity
iv.
Vibration
vi.
Explosion Proofness
vii.
Waterproofness
viii.
Fluids Susceptibility
ix.
x.
Fungus Resistance
xi.
Salt Spray
xii.
Magnetic Effect
xiii.
Power Input
xiv.
Voltage Spike
xv.
xvi.
xvii.
xviii.
xix.
O-4
xx.
xxi.
Icing
xxii.
Electrostatic Discharge
xxiii.
Fire, Flammability
(Note: The manufacturer should list environmental categories for each of the sections of
the issue of EUROCAE ED-14/RTCA DO-160 that was used to qualify the article.)
(b)
For radio transmitters the transmitting frequency band, maximum transmitting power, and
emission designator.
(c)
(d)
(e)
(f)
Any other known limitations which may limit the application in the aircraft e.g., restrictions
in mounting attitude.
10.
11.
12.
(name of manufacturer)
(Manufacturers name) cannot accept responsibility for equipment used outside the limiting
conditions stated above without their agreement.
Date: .Signed..(Manufacturers authorised representative)
O-5
(c) prepare, maintain and update master copies of all manuals required by the applicable airworthiness
specifications for the article;
(d) make available to users of the article and to the Agency on request those maintenance, overhaul and
repair manuals necessary for the usage and maintenance of the article, and changes to those manuals;
(e) mark each article in accordance with point 21.A.807;
(f) comply with points 21.A.3A, 21.A.3B and 21.A.4;
(g) continue to meet the qualification requirements of point 21.A.602B.
under this 21.A.611 in the context of an ETSO authorisation, i.e., when an article as such
is specifically approved under Subpart O, with dedicated rules that give specific rights and
obligations to the designer of the article, irrespective of any product type design or change
to the type design. For a change to such an article, irrespective of installation on any
aircraft, Subpart O, and this 21.A.611 in particular, should be followed; or
O-6
21.A.621 Transferability
Except for a change in ownership of the holder, which shall be regarded as a change of significance, and
shall therefore comply with points 21.A.147 and 21.A.247 as applicable, an ETSO authorisation issued
under this Annex I (Part 21) is not transferable.
O-7
O-8
Flow-chart 1: overview
2.
3.
4.
Flow-chart 1: overview
P-1
P-2
P-3
21.A.701 Scope
(a) Permits to fly shall be issued in accordance with this Subpart to aircraft that do not meet, or have not
been shown to meet, applicable airworthiness requirements but are capable of safe flight under defined
conditions and for the following purposes:
1. development;
2. showing compliance with regulations or certification specifications;
3. design organisations or production organisations crew training;
4. production flight testing of new production aircraft;
5. flying aircraft under production between production facilities;
6. flying the aircraft for customer acceptance;
7. delivering or exporting the aircraft;
8. flying the aircraft for Authority acceptance;
9. market survey, including customers crew training;
10. exhibition and air show;
11. flying the aircraft to a location where maintenance or airworthiness review are to be performed, or to a
place of storage;
12. flying an aircraft at a weight in excess of its maximum certificated takeoff weight for flight beyond the
normal range over water, or over land areas where adequate landing facilities or appropriate fuel is not
available;
13. record breaking, air racing or similar competition;
14. flying aircraft meeting the applicable airworthiness requirements before conformity to the
environmental requirements has been found;
15. for non-commercial flying activity on individual non-complex aircraft or types for which a certificate of
airworthiness or restricted certificate of airworthiness is not appropriate.
(b) This Subpart establishes the procedure for issuing permits to fly and approving associated flight
conditions, and establishes the rights and obligations of the applicants for, and holders of, those permits
and approvals of flight conditions.
P-4
(2)
Development:
-
(3)
Flights for training of crew that will perform design or production flight testing
before the design approval or Certificate of Airworthiness (C of A) can be issued.
(4)
For establishing conformity with the approved design, typically this would be the
same program for a number of similar aircraft;
(5)
(6)
(7)
Before the aircraft is registered in the State where the C of A will be issued.
(9)
(8)
In the case of inspection flight test by the authority before the C of A is issued.
Flights for the purpose of conducting market survey, sales demonstrations and
customer crew training with non type-certificated aircraft or aircraft for which
conformity has not yet been established or for non-registered a/c and before the
Certificate of Airworthiness is issued.
(10)
(11)
P-5
(12)
Flying an aircraft at a weight in excess of its maximum certificated take-off weight for flight
beyond the normal range over water, or over land areas where adequate landing facilities
or appropriate fuel is not available:
-
(13)
(14)
Training flight and positioning flight for this purpose are included
Flying aircraft meeting the applicable certification specifications before conformity to the
environmental requirements has been found:
-
Flying an aircraft which has been demonstrated to comply with all applicable
certification specifications but not with environmental requirements.
(15)
For non-commercial flying activity on individual non-complex aircraft or types for which a
certificate of airworthiness or restricted certificate of airworthiness is not appropriate.
-
For aircraft which cannot practically meet all applicable certification specifications,
such as certain aircraft without TC-holder (generically termed orphan aircraft) or
aircraft which have been under national systems of Permit to Fly and have not
been demonstrated to meet all applicable requirements. The option of a permit to
fly for such an aircraft should only be used if a certificate of airworthiness or
restricted certificate of airworthiness cannot be issued due to conditions which our
outside the direct control of the aircraft owner, such as the absence of properly
certified spare parts.
Note: The above listing is of cases when a permit to fly MAY be issued; it does not
mean that in the described cases a permit to fly MUST be issued. If other legal
means are available to allow the intended flight(s) they can also be used.
GM 21.A.701 Scope
An aircraft registered outside the Member States and used for flight testing by an organisation
which has its principle place of business in a Member State, remains under the authority of its
state of registry. The Agency or an appropriately approved design organisation can provide, on
request, technical assistance to the state of registry for the issue of a permit to fly, or equivalent
authorisation, under the state of registry applicable regulations.
21.A.703 Eligibility
(a) Any natural or legal person shall be eligible as an applicant for a permit to fly except for a permit to fly
requested for the purpose of point 21.A.701(a)(15) where the applicant shall be the owner.
(b) Any natural or legal person shall be eligible for application for the approval of the flight conditions.
P-6
The applicant for a permit to fly may be a person other than the registered owner of the
aircraft. As the holder of this permit will be responsible for ensuring that all the conditions
and limitations associated with the permit to fly are continuously satisfied, the applicant for
the permit should be a person or organisation suitable for assuming these responsibilities.
In particular, the organisations designing, modifying or maintaining the aircraft should
normally be the holder of the associated permits to fly.
2.
An appropriately approved design organisation can apply for the approval of the flight
conditions when using its privilege in accordance with 21.A.263(b)(1).
P-7
GM 21.A.707(b) Application
EASA Form 21 (see AMC 21B.520(b)) should be obtained from the competent authority.
P-8
GENERAL.
The excess weight that may be authorized for overweight operations should be limited to
additional fuel, fuel carrying facilities, and navigational equipment necessary for the flight.
It is recommended that the applicant discuss the proposed flight with the TC holder of the
aircraft to determine the availability of technical data on the installation of additional fuel
carrying facilities and/or navigational equipment.
2.
b.
In what ways does the aircraft not comply with the applicable certification
specifications?
c.
Are the fuel tanks vented to the outside? Are all areas in which tanks are located
ventilated to reduce fire, explosion, and toxicity hazards?
d.
Are the tanks even when empty strong enough to withstand the differential
pressure at maximum operating altitude for a pressurized aircraft?
e.
Have means been provided for determining the fuel quantity in each tank prior to
flight?
f.
Are shutoff valves, accessible to the pilot, provided for each additional tank to
disconnect these tanks from the main fuel system?
g.
Are the additional fuel tank filler connections designed to prevent spillage within
the aircraft during servicing?
h.
3.
Is the engine oil supply and cooling adequate for the extended weight and range?
LIMITATIONS.
The following types of limitations may be necessary for safe operation of the aircraft:
P-9
a.
b.
c.
A prescribed sequence for using fuel from various tanks as necessary to keep the
aircraft within its centre of gravity range.
d.
Notification to the control tower of the overweight take-off condition to permit use
of a runway to minimize flight over congested areas.
e.
EXAMPLE of operating limitations which may be prescribed as part of the permit to fly:
Aircraft type:
xxxxxx
Model: yyyy
Limitations:
1.
2.
Maximum quantity of fuel carried in auxiliary tanks must not exceed 106 gallons in fwd
tank, 164 gallons in centre tank, and 45 gallons in aft tank.
3.
Centre of gravity limits must not exceed (fwd) +116.8 and (aft) +124.6.
4.
5.
6.
7.
When an overweight landing is made or the aircraft has been flown through moderate or
severe turbulence while in an overweight condition, the aircraft must be inspected for
damage after landing. The inspections performed and the findings must be entered in the
aircraft log. The pilot must determine, before the next take-off, that the aircraft is airworthy.
8.
When operated in the overweight condition, the cruising speed (Vc) shall not exceed 185
m.p.h. and the maximum speed (Vne) shall not exceed 205 m.p.h.
9.
Operation in the overweight condition must be conducted to avoid areas having heavy air
traffic, to avoid cities, towns, villages, and congested areas, or any other areas where
such flights might create hazardous exposure to person or property on the ground.
P - 10
P - 11
2. Aircraft manufacturer/type
4. Serial number(s )
5. Purpose
[Purpose in accordance with 21.A.701(a)]
6. Aircraft configuration
The above aircraft for which a permit to fly is requested is defined in [add reference
to the document(s) identifying the configuration of the aircraft]
[For change(s) affecting the initial approval form: description of change(s). This form must be
re-issued]
7. Substantiations
[References to the document(s) justifying that the aircraft (as described in 6.) can perform the
intended flight(s) safely under the defined conditions or restrictions.]
[For change(s) affecting the initial approval form: reference(s) to additional substantiation(s).
This form must be re-issued]
8. Conditions/Restrictions
The above aircraft must be used with the following conditions or restrictions:
[Details of these conditions/restrictions, or reference to relevant document, including specific
maintenance instructions and conditions to perform these instructions]
9. Statement
The flight conditions have been established and justified in accordance with 21.A.708.
The aircraft as defined in block 6 above has no features and characteristics making it
unsafe for the intended operation under the identified conditions and restrictions.
[when approved under a privilege of an approved organisation]
10. Approved under [ORGANISATION APPROVAL NUMBER]
When the flight conditions are approved under a privilege, this form should be used by the
approved organisation to document the approval.
P - 12
The approval of flight conditions is related to the safety of the design, when:
a.
b.
2.
c.
d.
Examples when the approval of flight conditions is not related to the safety of the design
are:
a.
b.
c.
P - 13
(d) An appropriately approved continuing airworthiness management organisation may issue a permit to
fly (EASA Form 20b, see Appendix IV) under the privilege granted under point M.A.711 of Annex I (Part
M) to Commission Regulation (EC) No 2042/2003 ( 1 ), when the flight conditions referred to in point
21.A.708 have been approved in accordance with point 21.A.710.
(e) The permit to fly shall specify the purpose(s) and any conditions and restrictions which have been
approved in accordance with point 21.A.710.
(f) For permits issued under points (b), (c) or (d), a copy of the permit to fly and associated flight conditions
shall be submitted to the competent authority at the earliest opportunity but not later than 3 days.
(g) Upon evidence that any of the conditions specified in point 21.A.723(a) are not met for a permit to fly
that an organisation has issued pursuant to points (b), (c) or (d), that organisation shall immediately
revoke that permit to fly and inform without delay the competent authority.
21.A.713 Changes
(a) Any change that invalidates the flight conditions or associated substantiation established for the permit
to fly shall be approved in accordance with point 21.A.710. When relevant an application shall be made in
accordance with point 21.A.709.
(b) A change affecting the content of the permit to fly requires the issuance of a new permit to fly in
accordance with point 21.A.711.
GM 21.A.713 Changes
Changes to the conditions or associated substantiations that are approved but do not affect the
text on the permit to fly do not require issuance of a new permit to fly.
In case a new application is necessary, the substantiation for approval of the flight conditions only
needs to address the change.
21.A.715 Language
The manuals, placards, listings, and instrument markings and other necessary information required by
applicable certification specifications shall be presented in one or more of the official language(s) of the
European Union acceptable to the competent authority.
P - 14
21.A.719 Transferability
(a) A permit to fly is not transferable.
(b) Notwithstanding point (a) for a permit to fly issued for the purpose of point 21.A.701(a)(15), where
ownership of an aircraft has changed, the permit to fly shall be transferred together with the aircraft
provided the aircraft remains on the same register, or issued only with the agreement of the competent
authority of the Member State of registry to which it is transferred.
21.A.721 Inspections
The holder of, or the applicant for, a permit to fly shall provide access to the aircraft concerned at the
request of the competent authority.
P - 15
21.A.729 Recordkeeping
(a) All documents produced to establish and justify the flight conditions shall be held by the holder of the
approval of the flight conditions at the disposal of the Agency and competent authority and shall be
retained in order to provide the information necessary to ensure the continued airworthiness of the aircraft.
(b) All documents associated with the issue of permits to fly under the privilege of approved organisations,
including inspection records, documents supporting the approval of flight conditions and the permit to fly
itself, shall be held by the related approved organisation at the disposal of the Agency or the competent
authority and shall be retained in order to provide the information necessary to ensure the continued
airworthiness of the aircraft.
P - 16
Q-1
Q-2
(b) By way of derogation from point (a), if the Agency agrees that a part is too small or that it is otherwise
impractical to mark a part with any of the information required by point (a), the authorised release
document accompanying the part or its container shall include the information that could not be marked on
the part.
(c) Each person who manufactures an APU under Subpart G or Subpart F shall identify that APU by
means of a fireproof plate that has the information specified in point (a) marked on it by etching, stamping,
engraving, or other approved method of fireproof marking. The identification plate shall be secured in such
a manner that it is accessible and legible, and will not likely be defaced or removed during normal service,
or lost or destroyed in an accident.
Q-3
Q-4
SECTION B
PROCEDURES FOR COMPETENT AUTHORITIES
SUBPART A GENERAL PROVISIONS
21.B.5 Scope
(a) This Section establishes the procedure for the competent authority of the Member State when
exercising its tasks and responsibilities concerned with the issuance, maintenance, amendment,
suspension and revocation of certificates, approvals and authorisations referred to in this Annex I (Part
21).
(b) The Agency shall develop in accordance with Article 19 of Regulation (EC) No 216/2008 certification
specifications and guidance material to assist Member States in the implementation of this Section.
b)
The operation of all competent authorities in accordance with Part 21 and its Acceptable
Means of Compliance (AMC) and guidance material (GM).
c)
As a result the responsibility for implementation comprises of the two main objectives:
a)
To ensure that certificates and approvals are only granted to applicants that comply with
the requirements of Part 21; and
b)
To ensure sufficient visibility of the processes to give the Agency and the other Member
States the necessary confidence in the certificates or approvals granted.
GM 21.B.25(a) Organisation
The competent authority designated by each Member State should have an organisation in such a
way that a)
there is specific and effective management authority in the conduct of all relevant
activities,
b)
the functions and processes described in Part 21 and its AMC and GM may be properly
implemented,
c)
the competent authority of the Member State policy, organisation and operating
procedures for the implementation of Part 21 are properly documented and applied,
d)
all competent authority of the Member State personnel involved in the related activities are
provided with training where necessary,
e)
specific and effective provision is made for the communication and interface as necessary
with the Agency and the competent authorities of the Member States,
f)
all functions related to the implementation of Part 21 are adequately described and shown
(Standardisation).
A general policy in respect of Part 21 activities should be developed, sponsored and implemented
by the manager at the highest appropriate level, for example the top of the functional area of the
competent authority of the Member State that is responsible for the related matters.
Appropriate steps should be taken to ensure that the policy is known and understood by all staff
involved, and all necessary steps should be taken to implement and maintain the policy.
Whilst satisfying also additional national regulatory responsibilities, the general policy should in
particular take into account:
a)
b)
c)
d)
the needs of the Agency and of the competent authorities of the Member States.
The policy should define specific objectives for key elements of the organisation and processes for
implementation of related Part 21 activities, including the corresponding control procedures and
the measurement of the achieved standard.
GM 21.B.25(b) Resources
The organisation for related Part 21 activities should be clearly defined within the general
organisation of the competent authority of the Member State, with the hierarchical and functional
links, and the names of the senior staff. Although final responsibility should be placed at the top of
the functional area that is responsible for the related Part 21 activities as a whole, all subordinate
levels of management should be suitably resourced and empowered to fulfil their delegated tasks.
The definition of an organisation for the implementation of related Part 21 activities should include
the specification of
a)
a manager responsible for the specific Part 21 activity acting as internal and external focal
point. The responsibility is best placed with the manager who is in control of the day-today functions concerning the specific Part 21 activity, although he may delegate specific
tasks to other individuals;
b)
c)
d)
The various tasks and responsibilities of the personnel involved in the related Part 21 activities
should be clearly identified. The authority attached to the responsibilities should be enough to
ensure that the activities will be performed correctly.
These responsibilities include among others:
a)
b)
c)
d)
e)
f)
the external and internal interface activities including feedback to the Agency
g)
The definition of the organisation should include means to ensure continued effectivity of the
organisation. The means should provide for a regular assessment of the organisation and its
related activities as well as a feedback system for the follow up of necessary corrective actions
(e.g., through the implementation of a quality system, internal audit system, etc.).
b)
organisation structure,
c)
d)
e)
f)
g)
training of personnel,
h)
i)
Except for smaller competent authorities, it is likely that the information is held in more than one
document or series of documents, and suitable cross-reference information must be provided. For
example, organisational structure and job descriptions are not usually in the same documentation
as the detailed working procedures. In such cases it is recommended that the documented
procedures include an index of cross-references to all such other related information, and the
related documentation must be readily available when required.
21.B.45 Reporting/coordination
(a) The competent authority of the Member State shall ensure coordination as applicable with other
related certification, investigation, approval or authorisation teams of that authority, other Member States
and the Agency to ensure efficient exchange of information relevant for safety of the products, parts and
appliances.
(b) The competent authority of the Member State shall notify any difficulty in the implementation of this
Annex I (Part 21) to the Agency.
harmonise the effects of various approval and certification teams especially when dealing
with one organisation / applicant to prevent conflicts of conclusions,
b)
ensure efficient flow of information between the various approval and certification teams to
facilitate the execution of their duties
c)
optimise the use of the Agency and the competent authorities resources to minimise
disruption and cost.
Therefore, for a given organisation / applicant the responsible person(s) of the Agency or
competent authorities of the Member State should arrange for exchange of information with, and
provide necessary assistance, as appropriate, to the relevant competent authority of the Member
State or Agency teams or staff - e.g.:
a)
b)
c)
d)
e)
(b)
granting of exemptions by the competent authority of the Member State from the
substantive requirements of the Regulation (EC) No 216/2008 and its implementing rules
(for a period of more than two months or when the exemptions become repetitive)
(c)
Type-certificate
a)
b)
c)
d)
e)
f)
2.
g)
Airworthiness directives
h)
i)
3.
4.
5.
Airworthiness directives
JTSO Authorisation
Airworthiness directives
b)
c)
d)
Airworthiness Directives
b)
Note:
Not applicable to minor design changes approved under a DOA privilege, for
which record keeping is under the DOA holder responsibility.
6.
b)
Note:
Not applicable to repair design approved under a DOA privilege, for which record
keeping is under the DOA holder responsibility.
10
11
12
13
14
15
16
17
18
AMC 21.B.120(a) Investigation team - Qualification criteria for the investigation team
members
The competent authority must ensure that the team leader and team members have received
appropriate training in the relevant Subpart of Part 21 and in the related competent authority
documentation before performing investigations. They must also have knowledge and experience
at the appropriate level in aviation production and inspection activities relative to the particular
application for a letter of agreement.
General
When applying Part 21 Section A Subpart F and Section B Subpart F the competent
authority must consider that these Subparts are only an alternative way for production to
Part 21 Section A Subpart G and Section B Subpart G. To meet the ICAO airworthiness
obligations and to issue a Certificate of Airworthiness for an individual aircraft in a
practical and efficient way, the competent authority must use a system of approval of
production organisations (POA) under Part 21 Section A Subpart G and Section B
Subpart G, providing to the competent authority the necessary confidence in technical
19
standards. The consistent standards of these approvals will also support the
standardisation efforts by the Agency. Nevertheless it is recognised that it is not always
practical, economical and/or advisable to use the POA.
Considering ICAO airworthiness obligations as well, Part 21 Section A Subpart F and
Section B Subpart F is provided for such a case on the basis of the following principles:
a)
b)
2.
Application
The competent authority must receive an application for a letter of agreement on an EASA
Form 60 (see below) completed by the applicant. The eligibility of the application should
be verified in relation to the competent authority procedures, based on 21.A.121 and its
associated CS and GM. The applicant should be advised accordingly about the
acceptance or rejection of the application.
3.
20
EASA Form 60
Application for agreement of production under Part 21 Subpart F
Competent authority
of an EU Member State or
EASA
1. Registered name and address of the applicant:
2. Trade name (if different):
3. Location(s) of manufacturing activities:
4. Description of the manufacturing activities under application
a) Identification (TC, P/N , as appropriate):
b) Termination (No. of units, Termination date,):
5. Evidence supporting the application, as per
21.A.124(b):
6. Links/arrangements with design approval
holder(s)/design organisation(s) where different
from Block 1. :
7. Human resources:
8. Name of the person signing the application:
_______________________
Date
________________________
Signature
21
Block 1:
The name of the applicant must be entered. For legal entities the name must be
as stated in the register of the National Companies Registration Office. In this
case a copy of the entry in the register of the National Companies Registration
Office must be provided to the competent authority.
Block 2:
State the trade name by which the applicant is known to the public if different from
the information given in Block 1. The use of a logo may be indicated in this Block.
Block 3:
State all locations of manufacturing activities that are covered by the application.
Only those locations must be stated that are directly under the control of the
applicant stated in Block 1.
Block 4:
This Block must include further details of the manufacturing activities under the
approval for the addresses indicated in Block 3. The Block Identification must
indicate the products, parts or appliances intended to be produced, while the
Block Termination must address any information on the limitation of the activity,
e.g., by stating the intended number of units to be manufactured or the expected
date of completion of the manufacturing activities.
Block 5:
Block 6:
The information entered here is essential for the evaluation of eligibility of the
application. Therefore special attention must be given concerning the completion
of this Block either directly or by reference to supporting documentation in relation
to the requirements of 21.A.122 and AMC 21.A.122.
Block 7:
The information to be entered here must reflect the number of staff, or in case of
an initial approval the intended number of staff, for the manufacturing activities
under this application and therefore must include also any associated
administrative staff.
Block 8:
liaise with the competent authority of another Member State where there is seen to be a
need to visit a production facility in that State for one of the following reasons:
a)
22
ensure the contract has the same meaning for all parties to the contract, and the
local competent authority of the Member State agrees
b)
to inspect a product (or part or appliance) under production where the subcontractor is not holding a POA
co-ordinate with the competent authority of a third country and/or the Agency where there
is seen to be a need to visit a production facility in that country for one of the following
reasons:
a)
b)
to inspect a product (or part or appliance) under production where the subcontractor is not holding a POA.
21.B.125 Findings
(a) When during audits or by other means objective evidence is found by the competent authority, showing
non- compliance of the holder of a letter of agreement with the applicable requirements of Section A of this
Annex, this finding shall be classified in accordance with point 21.A.125B(a).
(b) The competent authority shall take the following actions:
1. for level 1 findings, immediate action shall be taken by the competent authority to limit, suspend or
revoke the letter of agreement in whole or in part, depending upon the extent of the finding, until
successful corrective action has been completed by the organisation;
2. for level 2 findings, the competent authority shall grant a corrective action period appropriate to the
nature of the finding that shall not be more than 3 months. In certain circumstances, at the end of this
period and subject to the nature of the finding, the competent authority can extend the 3 months period
subject to a satisfactory corrective action plan provided by the organisation.
(c) Action shall be taken by the competent authority to suspend the letter of agreement in whole or in part
in case of failure to comply within the timescale granted by the competent authority.
23
documents or manuals
b)
examination of equipment/products
c)
24
25
26
Type of Team
Where the applicant is located in a Member State, the competent authority should appoint
a production organisation approval team (POAT) leader and members appropriate to the
nature and scope of the applicants organisation.
Where the facilities of the applicant are located in more than one Member State, the
competent authority of the country of manufacture should liaise with the other involved
competent authorities to agree and appoint a POAT leader and members appropriate to
the nature and scope of the applicants organisation.
2.
b)
27
c)
d)
a knowledge of production and quality systems for aircraft and related products
and parts
3.
the ability to verify that an applicants organisation conforms to its own POA
procedures, and that its key personnel are competent.
28
EASA Form 50
Application for Part 21 production organisation approval
Competent authority
of an EU Member State or
EASA
1. Registered name and address of the organisation:
2. Trade name (if different):
3. Locations for which the approval is applied for:
4. Brief summary of proposed activities at the item 3 addresses
a)
General:
b)
Scope of approval:
c)
Nature of privileges:
5. Description of organisation:
6. Links/arrangements with design approval
holder(s)/design organisation(s) where different
from 1. :
7. Approximate number of staff engaged or intended
to be engaged in the activities:
8. Position and name of the accountable manager:
_______________________
Date
_______________________________
Signature of the accountable manager
EASA Form 50
29
Block 1:
The name of the organisation must be entered as stated in the register of the
National Companies Registration Office. For the initial application a copy of the
entry in the register of the National Companies Registration Office must be
provided to the competent authority.
Block 2:
State the trade name by which the organisation is known to the public if different
from the information given in Block 1. The use of a logo may be indicated in this
Block.
Block 3:
State all locations for which the approval is applied for. Only those locations must
be stated that are directly under the control of the legal entity stated in Block 1.
Block 4:
This Block must include further details of the activities under the approval for the
addresses indicated in Block 4. The Block General must include overall
information, while the Block Scope of approval must address the scope of work
and products/categories following the principles laid down in the GM 21.A.151.
The Block nature of privileges must indicate the requested privileges as defined
in 21.A.163(b)-(e). For an application for renewal state not applicable.
Block 5:
This Block must state a summary of the organisation with reference to the outline
of the production organisation exposition, including the organisational structure,
functions and responsibilities. The nomination of the responsible managers in
accordance with 21.A.145(c)(2) must be included as far as possible, accompanied
by the corresponding EASA Forms 4.
The information entered here is essential for the evaluation of eligibility of the
application. Therefore special attention must be given concerning the completion
of this Block either directly or by reference to supporting documentation in relation
to the requirements of 21.A.133(b) and (c) and the AMC to 21.A.133(b) and (c).
Block 7:
The information to be entered here must reflect the number of staff, or in case of
an initial approval the intended number of staff, for the complete activities to be
covered by the approval and therefore must include also any associated
administrative staff.
Block 8:
identify the site locations needing investigation taking into account the scope of any other
POA issued by a Member State, which are valid in the circumstances
30
liaise with the Agency for the appointment of any necessary observer(s) for
standardisation purposes
agree the size and composition of the POAT and any specialist tasks likely to be covered
and to select suitable team members from all involved competent authorities
liaise with the competent authority of the other Member State where there is seen to be a
need to visit a production approval holder facility in that Member State for one of the
following reasons:
1)
2)
to inspect a product, part, appliance, or material under production for its own,
Member States or non-EU register.
2.
Initiation
The POA Team Leader initiates the procedure by:
2.1
arranging a meeting with the POAT members to review the information provided in
accordance with 21.A.134 and to take account of any knowledge that the POAT
members have regarding the production standards of the applicant
2.2.
2.3
31
Preparation
The POAT:
3.1
3.2
3.3
3.4
establishes liaison with the applicant to plan mutually suitable dates and times for
visits at each location needing investigation, and also to agree the investigation
plan and approximate time scales with the applicant
4.
Investigation
The POAT:
4.1
4.2
audits the organisation, its organisational structure, and its procedures for
compliance with Part 21 Subpart G, using EASA Form 56 as a guide during the
investigation, and as a checklist at the end of it
4.3.
32
4.4
accepts or rejects each EASA Form 4 completed by the key nominated personnel
in accordance with 21.A.145(c)(2)
4.5
checks that the production organisation exposition (POE) standard reflects the
organisation, its procedures, practices and 21.A.143. Having checked and agreed
a POE issue or subsequent amendment, the competent authority should have a
clear procedure to indicate its acceptance or rejection
4.6
(ii)
(iii)
(iv)
(v)
4.7
5.
Conclusions
5.1
5.2
5.3
The meeting should agree the findings, corrective action time scales, and
preliminary arrangements for any follow up that may be necessary.
5.4
Some items may as a result of this meeting be withdrawn by the POATL but if the
investigation has been correctly performed, at this stage there should be no
disagreement over the facts presented.
33
5.5
Inevitably there will be occasions when the POAT member carrying out the audit
may find situations in the applicant or POA holder where it is unsure about
compliance. In this case, the organisation is informed about possible noncompliance at the time and advised that the situation will be reviewed within the
competent authority before a decision is made. The organisation should be
informed of the decision without undue delay. Only if the decision results in a
confirmation of non-compliance this is recorded in Part 4 of EASA Form 56.
5.6
The POATL will transmit the final signed report on EASA Form 56 together with
notes of the final meeting with the applicant to the competent authority where the
applicant is located. The report will include recommendations and significant
findings, together with appropriate conclusions and corrective actions. In
particular, it should indicate if the POE is acceptable, or changes are required.
5.7
5.8
If the findings made during the investigation mean that approval recommendation
will not or cannot be issued, then it is essential that such findings are confirmed in
writing to the organisations within two weeks of the visit. The reason for
confirmation in writing is that many organisations take a considerable time to
establish compliance. As a result, it is too easy to establish a position of confusion
where the organisation claims it was not aware of the findings that prevented
issue of an approval.
6.
Management Involvement
34
The accountable manager will be seen at least once during the investigation process and
preferably twice, because he or she is ultimately responsible for ensuring compliance with
the requirements for initial grant and subsequent maintenance of the production
organisation approval. Twice is the preferred number of visits to the accountable
manager, with one being conducted at the beginning of the audit to explain the
investigation process and the second, at the end, to debrief on the results of the
investigation.
35
36
37
38
39
40
41
42
43
44
45
include the facilities outside the Member States fully in their investigation and surveillance
activities for the applicant for, or holder of, the POA
b)
include the facilities outside the Member States in the terms of approval of the EASA Form
55 (see Annex I Part 21 Appendix X) when issuing the POA.
investigate, for the initial approval and consequent continued surveillance, the production
organisation, and its partners/suppliers/sub-contractors at the necessary level to ensure
the organisation can comply with the requirements of Part 21,
2)
in accordance with the competent authority procedure, assess and accept the
documented procedure for supplier control as part of the POA holders quality system, and
changes to that procedure prior to implementation,
3)
The level of co-operation between the competent authority and the competent authority of the third
country where a partner/supplier/sub-contractor of the production organisation is located may
influence the authorities activities concerning this partner/supplier/sub-contractor. Co-operation
with the competent authority of the third country should be based on the capability and goodwill of
that authority, and a complete interchange of necessary information.
The involvement of this competent authority of the third country in the surveillance of the
partner/supplier/sub-contractor will be based on the following principles:
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a)
b)
In any other case, provisions of the recognition agreement on the subject apply
(technical assistance, ...).
If a recognition agreement has not been concluded, or it does not cover production
subjects, it may be necessary that the competent authority of the Member State, the
Agency, and the competent authority of a third country enter into a specific working
arrangement addressing the following matters:
a)
b)
tasks to be performed
c)
practical methods
These arrangements are between authorities and do not relieve the applicant of its
obligations.
In all cases, even though surveillance tasks are delegated to the competent
authority of the third country, the competent authority remains the responsible
authority and may consequently exercise direct surveillance if necessary.
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According to Part 21 Subpart G, each POA holder must have established and
documented in its POE a system for its own control of suppliers/supplies. Surveillance of
this system is part of the responsibility of the competent authority of the POA holder
wherever the suppliers are located.
This surveillance may be exercised through the POA holder and/or at supplier level
especially in the cases where the supplier would be eligible for its own POA.
The purpose of this procedure is to ensure the completeness of the responsibilities chain
so that no separate technical agreement between these national authorities is necessary
and when necessary to establish a means of communication between the involved
competent authorities of the Member States.
2.
2.1
b.
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c.
d.
e.
Name and address of the competent authority office/person in charge of the POA
f.
g.
h.
EASA Form 58A is provided for convenience of the competent authority for this purpose.
The competent authority of the contractor should require that the contract/order from the
contractor to the sub-contractor should indicate that it is placed under the surveillance of
its competent authority on behalf of the competent authority of the contractor and should
address the subject to the payment of the possible surveillance fees.
2.2
Verify that the scope of work of the POA of the supplier covers the intended
supply (or envisage to extend it in liaison with the supplier).
Verify that the specific quality requirements for the parts have been introduced in
the quality system of the supplier.
If the supplier has no POA under Part 21, or does not want to extend it, and/or if its
competent authority cannot conduct surveillance on behalf of the other competent
authority, the competent authority of the supplier will inform the competent authority of the
contractor in order for it to decide on appropriate actions.
2.3
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b)
Miscellaneous
a)
Release documentation
Release of parts by the POA sub-contractor to the contractor will be accompanied
by an Authorised Release Certificate EASA Form 1 issued for Airworthiness
or for Conformity as appropriate.
b)
Sub-subcontracting
If the sub-contractor wants itself to subcontract, it is up to the competent authority
of the sub-contractor to verify that this is done in accordance with the conditions of
the contract, to organise as necessary the related authority surveillance and to
inform the competent authority of the contractor.
c)
Language
Except if agreed otherwise it is recommended to use the English language for
exchange of information between the competent authorities.
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51
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21.B.225 Findings
(a) When during audits or by other means objective evidence is found by the competent authority, showing
non- compliance of the holder of a production organisation approval with the applicable requirements of
Section A, this finding shall be classified in accordance with point 21.A.158(a).
(b) The competent authority shall take the following actions:
1. for level 1 findings, immediate action shall be taken by the competent authority to limit, suspend or
revoke the production organisation approval, in whole or in part, depending upon the extent of the finding,
until successful corrective action has been completed by the organisation;
2. for level 2 findings, the competent authority shall grant a corrective action period appropriate to the
nature of the finding that shall not be more than 3 months. In certain circumstances, at the end of this
period and subject to the nature of the finding, the competent authority can extend the 3 months period
subject to a satisfactory corrective action plan provided by the organisation.
(c) Action shall be taken by the competent authority to suspend the approval in whole or in part in case of
failure to comply within the timescale granted by the competent authority.
documents or manuals
b)
examination of equipment/products
c)
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Findings should be equivalent to level two, which do not need to be rectified as a matter of
urgency within less than three months, and should normally not exceed three in number.
2)
Corrective action plan, including timescales, should have been accepted and should not
require an additional and specific follow-up audit by the competent authority.
A record should be kept by the competent authority and should be brought to the attention of the
Agency on request for standardisation purposes.
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period. The number of audits may vary depending upon the complexity of the organisation, the number of
sites and the criticality of the production. As a minimum the holder of a production organisation approval
shall be subject to continued surveillance activity by the competent authority at least once every year.
2.
records traceability
the accuracy and generation of the Statement of Conformity data and the
associated safe operation determination
use an appropriate and up to date sample plan and compliance check lists
maintain an effective working relationship with the manufacturer and his staff
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GM 21.B.235(b) Maintenance of the POA - Work allocation within the competent authority
After issue of the approval the competent authority should appoint a suitable member of its
technical staff as the POATL to be in charge of the approval for the purpose of continued
surveillance.
Where the POA holder facilities are located in more than one Member State the competent
authority of the State of manufacture will liaise with the competent authorities of the various
partners/members to ensure appropriate continued surveillance.
Planned continued surveillance, in which the total surveillance actions are split into
several audits, which are carried out at planned intervals during the validity period of the
production organisation approval. Within the continued surveillance one aspect may be
audited once or several times depending upon its importance.
2.
Unplanned POA reviews, which are specific additional investigation of a POA holder
related to surveillance findings or external needs. The competent authority is responsible
for deciding when a review is necessary taking into account changes in the scope of work,
changes in personnel, reports on the organisation performance submitted by other EASA
or national authorities teams, reports on the in service product.
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AMC No. 1 to 21.B.240 Application for significant changes or variation of scope and terms
of the POA
The competent authority must receive an application for significant changes or variation of scope
and terms of the POA on an EASA Form 51 (see below) completed by the applicant.
EASA Form 51
Application for significant changes or variation of scope and terms of Part 21 POA
Competent authority
of an EU Member State or
EASA
1. Name and address of the POA holder:
2. Approval reference number:
3. Locations for which changes in the terms of
approval are requested:
4. Brief summary of proposed changes to the activities at the item 3 addresses:
a)
General:
b)
Scope of approval:
c)
Nature of privileges:
_______________________
Date
_______________________________
Signature of the accountable manager
(or nominee)
EASA Form 51
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Block 1:
The name must be entered as written on the current approval certificate. Where a
change in the name is to be announced state the old name and address here,
while using Block 5 for the information about the new name and address. The
change of name and/or address must be supported by evidence, e.g. by a copy of
the entry in the register of commerce.
Block 2:
Block 3:
State the locations for which changes in the terms of approval are requested or
state not applicable if no change is to be anticipated here.
Block 4:
This Block should include further details for the variation of the scope of approval
for the addresses indicated in Block 3. The Block General must include overall
information for the change (including changes e.g. in workforce, facilities etc.),
while the Block Scope of approval must address the change in the scope of work
and products/categories following the principles laid down in the GM 21.A.151.
The Block nature of privileges must indicate a change in the privileges as defined
in 21.A.163(b)-(d). State not applicable if no change is anticipated here.
Block 5:
This Block must state the changes to the organisation as defined in the current
production organisation exposition, including changes the organisational structure,
functions and responsibilities. This Block must therefore also be used to indicate a
change in the accountable manager in accordance with 21.A.145(c)(1) or a
change in the nomination of the responsible managers in accordance with
21.A.145(c)(2). A change in the nomination of responsible managers must be
accompanied by the corresponding EASA Forms 4. State not applicable if no
change is anticipated here.
Block 6:
State the position and name of the accountable manager here. Where there is a
change in the nomination of the accountable manager, the information must refer
to the nominee for this position. State not applicable if no change is anticipated
here.
In case of an application for a change of the accountable manager the EASA
Form 51 must be signed by the new nominee for this position. In all other cases
the EASA Form 51 must be signed by the accountable manager.
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1. in case of a level one finding the production organisation approval shall be immediately limited or
suspended. If the holder of the production organisation approval fails to comply with point 21.A.158(c)(1),
the production organisation approval shall be revoked;
2. in case of a level two finding, the competent authority shall decide on any restriction to the scope of
approval by temporary suspension of the production organisation approval or parts thereof. If the holder of
a production organisation approval fails to comply with point 21.A.158(c)(2), the production organisation
approval shall be revoked.
(b) The limitation, suspension or revocation of the production organisation approval shall be
communicated in writing to the holder of the production organisation approval. The competent authority
shall state the reasons for the suspension or revocation and inform the holder of the production
organisation approval of its right to appeal.
(c) When a production organisation approval has been suspended it shall only be reinstated after
compliance with Section A, Subpart G has been re-established.
GENERAL
Decisions on restriction, surrender, suspension or revocation of POA will always be
actioned in such a way as to comply with any applicable national laws or regulations
relating to appeal rights and the conduct of appeals, unless the decision has been taken
by the Agency. In such case, the Agency appeal procedures will apply.
2.
3.
4.
5.
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other statements invoking the approval and must remove all references to the approval
from its company documentation.
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GM 21.B.320(b)(6) Investigation
1.
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(c) For a new aircraft or used aircraft originating from a non-member State, in addition to the appropriate
airworthiness certificate referred to in point (a) or (b), the competent authority of the Member State of
registry shall issue an initial airworthiness review certificate (EASA Form 15a, see Appendix II).
2.
Purpose
In accordance with the applicable continuing airworthiness requirements a certificate of
airworthiness is valid only if a valid airworthiness review certificate is attached to it. For
new aircraft, the competent authority will issue the airworthiness review certificate when
issuing the certificate of airworthiness.
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(b) Upon issuance of the notice of suspension and revocation of a certificate of airworthiness or restricted
certificate of airworthiness the competent authority of the Member State of registry shall state the reasons
for the suspension or revocation and inform the holder of the certificate of its right to appeal.
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Completion instructions
Block 1.
State of registry
The name of the State issuing the noise certificate. This item
should match the corresponding information on the certificate of
registration and certificate of airworthiness.
Block 2.
Noise certificate
The title of the EASA Form 45 is Noise Certificate
Block 3.
Document No
A unique number, issued by the State of registry that identifies
this particular document in their administration. Such a number
will facilitate any enquiries with respect to the document.
Block 4.
Registration marks
The nationality or common mark and registration marks as issued
by the State of registry in accordance with Annex 7 to the Chicago
Convention2. This item should match the corresponding
information on the certificate of registration and certificate of
airworthiness.
Block 5.
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The type and model of the subject aircraft. This item should match
the corresponding information on the certificate of registration and
certificate of airworthiness.
Block 6.
Aircraft serial No
The aircraft serial number as given by the manufacturer of the
aircraft. This item should match the corresponding information on
the certificate of registration and certificate of airworthiness.
Block 7.
Engine
The designation of the installed engine(s) for identification and
verification of the aircraft configuration. It should contain the type
and model of the subject engine(s). The designation should be in
accordance with the type certificate or supplemental type
certificate for the subject engine(s).
Block 8.
Propeller
The designation of the installed propeller(s) for identification and
verification of the aircraft configuration. It should contain the type
and model of the subject propeller(s). The designation should be
in accordance with the type certificate or supplemental type
certificate for the subject propeller(s). This item is included only in
noise certification documentation for propeller driven aeroplanes.
Block 9.
Block 10.
Block 11.
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Block 13.
Block 14.
Block 15.
Block 16.
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weighted noise level)) of the noise level and the noise level should
be stated to the nearest tenth of a dB. This item is included only in
noise certification documentation for aircraft certificated to
Chapters 6, 8 and 11.
Block 17.
Block 18.
Block 19.
Date of issue
The date on which the document was issued.
Block 20.
Signature
The signature of the officer issuing the noise certificate. Other
items may be added such as seal, stamp etc.
Additional information:
1.
2.
Language
States issuing their noise certification documentation in a language other
than English should provide an English translation.
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Subpart M Repairs
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3. Aircraft owner:
4. Aircraft manufacturer/type
5. Serial number
6. Purpose of flight
[Use terminology of 21.A.701(a) and add any additional information for accurate description of the
purpose, e.g. place, itinerary, duration]
[For an application due to a change of purpose (ref. 21.A.713):reference to initial request and
description of new purpose]
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8.2 The aircraft is in the following situation related to its maintenance schedule:
[Describe status]
9. Approval of flight conditions [if not available at the time of application, indicate reference of
request for approval]
[Reference to:
1. EASA approval, if flight conditions are approved by EASA; or
2. DOA approval form (see AMC 21.A.263(c)(6)), if approved under DOA privilege; or
3. Competent Authority approval
10. Date
EASA Form 21
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2. documents established during the investigation, in which the activities and the final results of the
elements defined in point 21.B.520(b) are stated; and
3. a copy of the permit to fly.
(c) The records shall be kept for a minimum of six years after the permit ceases to be valid.
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Appendices
EASA Forms
When the Forms of this Annex are issued in a language other than English they shall include an English
translation.
The EASA ('European Aviation Safety Agency') Forms referred to in the appendices to this Part shall have
the following obligatory features. Member States shall ensure that the EASA Forms they issue are
recognisable and shall be responsible for having those Forms printed.
Appendix I
Appendix II
Appendix III
Appendix IV
Appendix V
Appendix VI
Appendix VII
Appendix VIII
Appendix IX
Appendix X
Appendix XI
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Appendix I - Authorised Release Certificate EASA Form 1 referred to in the Annex (Part 21)
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3.1. There is no restriction in the number of copies of the certificate sent to the customer or retained by the
originator.
4. ERROR(S) ON A CERTIFICATE
4.1. If an end-user finds an error(s) on a certificate, he must identify it/them in writing to the originator. The
originator may issue a new certificate if they can verify and correct the error(s).
4.2. The new certificate must have a new tracking number, signature and date.
4.3. The request for a new certificate may be honoured without re-verification of the item(s) condition. The
new certificate is not a statement of current condition and should refer to the previous certificate in block
12 by the following statement: This certificate corrects the error(s) in block(s) [enter block(s) corrected] of
the certificate [enter original tracking number] dated [enter original issuance date] and does not cover
conformity/condition/release to service. Both certificates should be retained according to the retention
period associated with the first.
5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR
Block 1 Approving competent authority/Country
State the name and country of the competent authority under whose jurisdiction this certificate is issued.
When the competent authority is the Agency, only EASA must be stated.
Block 2 EASA Form 1 header
AUTHORISED RELEASE CERTIFICATE EASA FORM 1
Block 3 Form Tracking Number
Enter the unique number established by the numbering system/procedure of the organisation identified in
block 4; this may include alpha/numeric characters.
Block 4 Organisation Name and Address
Enter the full name and address of the production organisation (refer to EASA Form 55 Sheet A) releasing
the item(s) covered by this certificate. Logos etc. of the organisation are permitted if they can be contained
within the block.
Block 5 Work Order/Contract/Invoice
To facilitate customer traceability of the item(s), enter the work order number, contract number, invoice
number, or similar reference number.
Block 6 Item
Enter line item numbers when there is more than one line item. This block permits easy cross- referencing
to the Remarks in block 12.
Block 7 Description
Enter the name or description of the item. Preference should be given to the term used in the instructions
for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue, Aircraft Maintenance
Manual, Service Bulletin, Component Maintenance Manual).
Block 8 Part Number
Enter the part number as it appears on the item or tag/packaging. In case of an engine or propeller the
type designation may be used.
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Block 9 Quantity
State the quantity of items.
Block 10 Serial Number
If the item is required by regulation to be identified with a serial number, enter it here. Additionally, any
other serial number not required by regulation may also be entered. If there is no serial number identified
on the item, enter N/A.
Block 11 Status/Work
Enter either PROTOTYPE or NEW.
Enter PROTOTYPE for:
(i) the production of a new item in conformity with non-approved design data;
(ii) re-certification by the organisation identified in block 4 of the previous certificate after alteration or
rectification work on an item, prior to entry into service, (e.g. after incorporation of a design change,
correction of a defect, inspection or test, or renewal of shelf-life.) Details of the original release and the
alteration or rectification work are to be entered in block 12.
Enter NEW for:
(i) the production of a new item in conformity with the approved design data;
(ii) re-certification by the organisation identified in block 4 of the previous certificate after alteration or
rectification work on an item, prior to entry into service, (e.g. after incorporation of a design change,
correction of a defect, inspection or test, or renewal of shelf-life.) Details of the original release and the
alteration or rectification work are to be entered in block 12;
(iii) re-certification by the product manufacturer or the organisation identified in block 4 of the previous
certificate of items from prototype (conformity only to non-approved data) to new (conformity to
approved data and in a condition for safe operation), subsequent to approval of the applicable design
data, provided that the design data has not changed. The following statement must be entered in block
12:
RE-CERTIFICATION OF ITEMS FROM PROTOTYPE TO NEW: THIS DOCUMENT CERTIFIES THE
APPROVAL OF THE DESIGN DATA [INSERT TC/STC NUMBER, REVISION LEVEL], DATED [INSERT
DATE IF NECESSARY FOR IDENTIFICATION OF REVISION STATUS], TO WHICH THIS ITEM (THESE
ITEMS) WAS (WERE) MANUFACTURED.
The box approved design data and are in a condition for safe operation should be marked in block 13a;
(iv) the examination of a previously released new item prior to entry into service in accordance with a
customer-specified standard or specification (details of which and of the original release are to be entered
in block 12) or to establish airworthiness (an explanation of the basis of release and details of the original
release are to be entered in block 12).
Block 12 Remarks
Describe the work identified in block 11, either directly or by reference to supporting documentation,
necessary for the user or installer to determine the airworthiness of item(s) in relation to the work being
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certified. If necessary, a separate sheet may be used and referenced from the EASA Form 1. Each
statement must clearly identify which item(s) in block 6 it relates to. If there is no statement, state None.
Enter the justification for release to non-approved design data in block 12 (e.g. pending type- certificate,
for test only, pending approved data).
If printing the data from an electronic EASA Form 1 any data not appropriate in other blocks should be
entered in this block.
Block 13a Mark only one of the two boxes:
1. Mark the approved design data and are in a condition for safe operation box if the item(s) was/were
manufactured using approved design data and found to be in a condition for safe operation.
2. Mark the non-approved design data specified in block 12 box if the item(s) was/were manufactured
using applicable non-approved design data. Identify the data in block 12 (e.g. pending type-certificate, for
test only, pending approved data).
Mixtures of items released against approved and non-approved design data are not permitted on the
same certificate.
Block 13b Authorised Signature
This space shall be completed with the signature of the authorised person. Only persons specifically
authorised under the rules and policies of the competent authority are permitted to sign this block. To aid
recognition, a unique number identifying the authorised person may be added.
Block 13c Approval/Authorisation Number
Enter the approval/authorisation number/reference. This number or reference is issued by the competent
authority.
Block 13d Name
Enter the name of the person signing block 13b in a legible form.
Block 13e Date
Enter the date on which block 13b is signed, the date must be in the format dd = 2 digit day, mmm = first 3
letters of the month, yyyy = 4 digit year.
Block 14a-14e General Requirements for blocks 14a-14e:
Not used for production release. Shade, darken, or otherwise mark to preclude inadvertent or
unauthorised use.
User/Installer Responsibilities
Place the following statement on the certificate to notify end users that they are not relieved of their
responsibilities concerning installation and use of any item accompanied by the form:
THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL.
WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN
AIRWORTHINESS AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED
IN BLOCK 1, IT IS ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER
AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY
SPECIFIED IN BLOCK 1.
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CASES
AIRCRAFT
MAINTENANCE
RECORDS
MUST
CONTAIN
AN
INSTALLATION
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102
103
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107
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Instructions for the use of the Aircraft Statement of Conformity EASA Form 52
1. PURPOSE AND SCOPE
1.1. Use of the aircraft Statement of Conformity issued by a manufacturer producing under Part 21 Section
A Subpart F is described under point 21.A.130 and the corresponding acceptable means of compliance.
1.2. The purpose of the aircraft Statement of Conformity (EASA Form 52) issued under Part 21 Section A
Subpart G is to enable the holder of an appropriate production organisation approval to exercise the
privilege to obtain an individual aircraft certificate of airworthiness from the competent authority of the
Member State of registry.
2. GENERAL
2.1. The Statement of Conformity must comply with the format attached including block numbers and the
location of each block. The size of each block may however be varied to suit the individual application, but
not to the extent that would make the Statement of Conformity unrecognisable. If in doubt consult the
competent authority.
2.2. The Statement of Conformity must either be pre-printed or computer generated but in either case the
printing of lines and characters must be clear and legible. Pre-printed wording is permitted in accordance
with the attached model but no other certification statements are permitted.
2.3. Completion may be either machine/computer printed or hand-written using block letters to permit easy
reading. English, and where relevant, one or more of the official language(s) of the issuing Member State
are acceptable.
2.4. A copy of the Statement and all referenced attachments are to be retained by the approved
production organisation.
3. COMPLETION OF THE STATEMENT OF CONFORMITY BY THE ORIGINATOR
3.1. There should be an entry in all blocks to make the document a valid statement.
3.2. A Statement of Conformity may not be issued to the competent authority of the Member State of
registry unless the design of the aircraft and its installed products are approved.
3.3. The information required in blocks 9, 10, 11, 12, 13 and 14 may be by reference to separate identified
documents held on file by the production organisation, unless the competent authority agrees otherwise.
3.4. This Statement of Conformity is not intended to include those items of equipment that may be
required to be fitted in order to satisfy applicable operational rules. However, some of these individual
items may be included in block 10 or in the approved type design. Operators are therefore reminded of
their responsibility to ensure compliance with the applicable operational rules for their own particular
operation.
Block 1 Enter name of the State of manufacture.
Block 2 The competent authority under which authority the Statement of Conformity is issued.
Block 3 A unique serial number should be pre-printed in this block for statement control and traceability
purposes. Except that in the case of a computer generated document the number need not be pre-printed
where the computer is programmed to produce and print a unique number.
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Block 4 The full name and location address of the organisation issuing the statement. This block may be
pre-printed. Logos etc. are permitted if the logo can be contained within the block.
Block 5 The aircraft type in full as defined in the type-certificate and its associated data sheet.
Block 6 The type-certificate reference numbers and issue for the subject aircraft.
Block 7 If the aircraft is registered then this mark will be the registration mark. If the aircraft is not
registered then this will be such a mark that is accepted by the competent authority of the Member State
and, if applicable, by the competent authority of a third country.
Block 8 The identification number assigned by the manufacturer for control and traceability and product
support. This is sometimes referred to as a Manufacturers Serial No or Constructors No.
Block 9 The engine and propeller type(s) in full as defined in the relevant type-certificate and its
associated data sheet. Their manufacturer identification No and associated location should also be shown.
Block 10 Approved design changes to the aircraft definition.
Block 11 A listing of all applicable airworthiness directives (or equivalent) and a declaration of compliance,
together with a description of the method of compliance on the subject individual aircraft including
products and installed parts, appliances and equipment. Any future compliance requirement time should
be shown.
Block 12 Approved unintentional deviation to the approved type design sometimes referred to as
concessions, divergences, or non-conformances.
Block 13 Only agreed exemptions, waivers or derogations may be included here.
Block 14 Remarks. Any statement, information, particular data or limitation which may affect the
airworthiness of the aircraft. If there is no such information or data, state; NONE.
Block 15 Enter Certificate of Airworthiness, or Restricted Certificate of Airworthiness, or for the
Certificate of Airworthiness requested.
Block 16 Additional requirements such as those notified by an importing country should be noted in this
block.
Block 17 Validity of the Statement of Conformity is dependent on full completion of all blocks on the form.
A copy of the flight test report together with any recorded defects and rectification details should be kept
on file by the POA holder. The report should be signed as satisfactory by the appropriate certifying staff
and a flight crew member, e.g. test pilot or flight test engineer. The flight tests performed are those defined
under the control of the quality system, as established by point 21.A.139 in particular 21.A.139(b)(1)(vi), to
ensure that the aircraft conforms with the applicable design data and is in condition for safe operation.
The listing of items provided (or made available) to satisfy the safe operation aspects of this statement
should be kept on file by the POA holder.
Block 18 The Statement of Conformity may be signed by the person authorised to do so by the production
approval holder in accordance with point 21.A.145(d). A rubber stamp signature should not be used.
Block 19 The name of the person signing the certificate should be typed or printed in a legible form.
Block 20 The date the Statement of Conformity is signed should be given.
Block 21 The competent authority approval reference should be quoted.
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COMPLETION INSTRUCTIONS
The Block BRIEF DESCRIPTION OF WORK PERFORMED appearing in EASA FORM 53 should include
reference to the approved data used to perform the work.
The Block LOCATION appearing in EASA FORM 53 refers to the location where the maintenance has
been performed, not to the location of the facilities of the organisation (if different).
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Appendix XI - Letter of agreement EASA Form 65 referred to in Subpart F of the Annex I (Part
21)
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