ACSA

EASA Part 21: Establishes the certification requirements for the different kind of aircraft. Compliance with Part 21 is only recommended but not mandatory. It lays down rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production. It is a high level document which establishes EASA and defines the frame and rules to manage civil aircraft safety in the EU. It has associated Accepted Means of Compliance and Guidance Material (AMC Part-21). It is an Annex to the 748/2012.

Type Certificate: Experimental Certificate is a kind of Type Certificate. Document by which the authority states that an applicant has demonstrated the compliance of a type design with all the applicable certification requirements. Is the process demonstrating that the design of a new type or derivative aircraft complies with the applicable aviation requirements. Is the document issued by an aviation authority to permit the operation of the aircraft. Is a document established by the industry to permit the operation of the aircraft. It is not an authorization for the operation of a specific particular aircraft (particular S/N).

An EASA Approved Design Organization. Can manufacture aircraft, parts and appliances for aircraft within EU. Has the privilege to approve major changes. Must have a manual describing the way in which the organization performs all the design functions in relation to airworthiness. Has the privilege for the approval of repairs. Is authorized to perform certification and airworthiness activities on behalf of EASA by using the granted privileges. Granted privileges: - Issuance of certification documents without further EASA verification. - Classification of changes as minor or major. - Approval of minor changes. - Issuance of Service Bulletins stating that the technical content is approved under the authority of the DOA. - Approval of repairs. - Approval of flight conditions and flight permits. - A company can have some privileges granted and another not. It must have a design organization manual (DOM) describing the way in which the organization performs all the design functions in relation to airworthiness and environmental protection approvals.

Related to the certification process. It is managed and directed mainly by the authority. The systems specialists of the industry do not have an important participation in it. If the company is DOA, it is not needed. All the new and modified equipment part of the type design must be adequately qualified. The certification program defines the means of compliance with the proposed certification bases.

Related to the certification process. Compliance demonstration is the responsability of the applicant. EASA involvement can be modulated depending on the DOA privileges of the applicant. If during any discussion with EASA, the neccesity to formalize the discussion is identified, it is done by a Certification Review Item (CRI). Action Items (AI) administer progress of an Item not requiring a CRI. The process with INTA is very sismilar to EASA. INTA allows the applicant to propose the Certification Basis that is considered more adequate. FAA utilizes delegation composed by Designated Engineering Representatives (DER).

Related with the CAE of INTA. Is subject to DGAM approval. If the company is ROD, it can have the privilege to issue the CAE. If the company is ROD, it can have the privilege to classify the change. If the company is ROD, it can have the privilege to approve minor changes or repairs. To obtain a CAE is required a statement of airworthiness signed by the industry stating that the aircraft is safe to perform the intended flights. Validity of the CAE: 6 months (prorrogable). Requirements to obtain CAE: Configuration Document, Statement of Airworthiness, Aircraft CoC, Provisional Aircraft Flight Manual, Flight Test Plan... If the company is ROD: there is no need to renew the CAE and the Statement of Airworthiness if the modifications are minor.

Related to the certification Test. ETSO equipment does not require Certification Tests. If the company is DOA, the authority has not the right to witness the tests. The tests must be witnessed by the airworthiness authority. It is required a Declaration of Conformity stating that the test specimen is representative of the design to be certified for the test purpose. All the test, equipment and all measuring equipment used for tests are adequate for the test and appropriately calibrated. There is no need to have actual aircraft of a specific type to have a certificate. It is clear that there is a need to build a test specimen and test aircraft to demonstrate compliance with some airworthiness requirements.

The part 25 airworthiness standards (JAR/CS & FAR) are based on and incorporate the objective and principles of the fail-safe design concept. The fail-safe design concept uses, among others, the following design principles: Use of equipment whose failure probability is extremely improbable. Failure warning or indication to provide detection. Redundancy or back-up systems to enable continued function. Isolation and segregation of systems, components and elements so that the failure of one does not cause failure to another. Use of equipment that never fails. Designed Integrity and Quality, including Life Limits.

The part 25 airworthiness standards (JAR/CS & FAR) are based on and incorporate the objective and principles of the fail-safe design concept. The fail-safe design concept uses, among others, the following design principles: Proven reliability. Flight crew procedures. Check-ability. Designed Failure Effect Limits. Designed failure path. Margins or Factors of safety. error-tolerance.

A Failure Condition is: An occurence which has its origin in the aircraft outside, such as system failures, atmospheric conditions, runway conditions, ... which have an effect on the aircraft. An occurrence, which affects the operation of a component, part, or element such that it can no longer function as intended (this includes both loss of function and malfunction). A condition having an effect on the aeroplane and/or its occupants, either direct or consequential, which is caused or contributed to by one or more failures or errors, considering flight phase and relevant adverse operational or environmental conditions, or external events. An omission or incorrect action by a crewmember or maintenance personnel. It can be classified attending to severity and probability. Any real or potential condition that can cause loss of aircraft or death to its occupants, considering flight phase and relevant adverse operational or environmental conditions, or external events.

Which of the following statements related to Development Assurance Level are correct: An item of equipment considered as Essential Hazardoues should be developed as DAL B. The Development Assurance Level prescribes the measures to be taken in order to minimize the probability of system failures.

A Functional Hazardo Assessment is: A systematic, bottom-up method of identifying the failure modes of a system, item, or function and determining the effects on the respective and next higher level. Conducted at the beginning of the aircraft/system development cycle. A systematic, comprehensive examination of functions, to identify and classify failure conditions of these functions according to their severity. The FHA process is a top down approach performed through the following steps: Functional Breakdown, Functional Failure Analysis and Failure Condition identification.

When should a System Functional Hazard Assessment be performed?. Once the system architecture is frozen to be able to properly identify system functions and its relationship with the architecture. The FHA should be performed early in the design and updated as necessary.

The assessment of an in-service incident has concluded that the fuel leakage originated due to a crack on the fuel line caused by subsequent pressurizations of an hydraulic line in close proximity of the fuel line. This problem should have been avoided by means of which safety analysis: Functional Hazard Assessment. Zonal safety analysis.