Gaining And Maintaining Airworthiness Engineering Essay

Gaining And Maintaining Airworthiness Engineering probeAircraft design process k nonted in varied discip transmission channels such(prenominal) as aerodynamics, organizes, rush mechanics and so forth Therefore, for an airwavecraft to become running(a) it is essential to demonstrate that the construction and design of the aircraft can comply with the trainments relevant and such verification and validation evidence required to be delegated to the relevant authorities.This report introduces Airworthiness and provides the reader the framework involved in gaining airworthiness and how to maintain it subsequently.IntroductionConsideration of airworthiness policies has its origins since the archaeozoic days of war machine flying. But aircraft design info has been recorded prior to 1910 for balloons and the olympian Aircraft F moldory has produced a design requirement document in 1916. The sprightly Navigation Act that is sanction by the Home Office in 1911 to ban flying in pop ulated atomic number 18as is an early example of ripety regulation.Airworthiness Department has been worked decade later by the Royal Aircraft Factory (as part of the Air Ministry), which is the beginning of procedures for company design approvals and sanction data.Aircraft airworthiness means compliance with relevant airwave authorities regulations that corrects the minimum skillfulty level of the aircraft, of the passengers transported and the over flown territories.When designed and built fit to applicable requirements,When operated within its intended environment and within its quantified and declared limitations,And maintained in accordance with procedures delicious to the prudent part.The European Aviation Safety Agency (EASA) Regulation 216/2008, Article 5, 2(c) sics the airworthiness asEach aircraft shall be issued with an idiosyncratic certificate of airworthiness when it is shown that it conforms to the fiber design approved in its type-certificate and that relevant documentation, inspections and tests demonstrate the aircraft is in condition for safe operationThe Airworthiness is a collective duty of operators, authorities, manu positionures and concern organisations. An airworthy aircraft is atomic number 53 where the likelihood of any fortuity or accident as a result of malfunction, get alongance or handling of the aircraft is kept to acceptable levels. The only real measure of airworthiness in use is given by tracking and analyzing incidents and accidents. The remaining sections forget discuss the essence of Gaining and Maintaining Airworthiness.Figure 01 Airworthiness Collective ResponsibilitiesImplementation of AirworthinessAuthority (EASA) confidence that the design of a harvest-feast complies with the applicable requirements based on Certification of the organisation (IR 21 DOA) Certification of the design of products (CS 25 TC)DO ApprovalAccording to European Aviation Safety Agency (EASA), frame Organisation Approv al (DOA) requirements Implementing restrain (IR) part 21 (published as annex to European Commission Regulation (EC) No 1702/2003) embroils procedural requirements applicable either to the industry (Section A) or to the Competent Authorities (Section B) but crack 21 does not include provisions to delegate EASA authority and / or signature to individuals.Certification of aircraft and related products, parts and appliances, and of design and output signal organisationsOrganisations moldiness demonstrate pastime key elements in order to throw DO Approval.Design assumption SystemHandbookRight PeopleTerms of ApprovalObligations of the h olderFigure 02 DOA Key ElementsDesign Organisation Approval (DOA) Organisation StructureFollowing diagram illustrates a simplified organisation structure demonstrating the essential elements in an aircraft design and manufacturing organisation.Figure 03 Design Organisation StructureChief Executive ships officer (CEO)Responsible for appropriate f unctioning of the work place by ensuring availability of required resources.Designated Certification specialiser (DCS)Airworthiness specialist nominated for a given discipline (ATA or Sub-ATA level or for Approved Manuals) to feed out the certification tasks, in particular to manage the compliance demonstration activities for their domain.Part of the airworthiness function and act under the control of Product Integrity.Certification Manager (CM)Certification control board leaders for their area of competence, enter in the development of new certification strategiesThe CM is the interface with Aviation Authorities at panel level for primary TC, foreign certification / validation activities and for allocated major changes.Chief Airworthiness Engineer (CAE)Responsible for leading and coordinating the certification and airworthiness activities for the programme.Supported by a team usually called the CAE team composed ofA fictitious character Certification Manger (TCM)An Individual Aircraft Certification Manager (IACM)A Continued Airworthiness Manager (CAM)Type CertificationType certification is the process demonstrating that the design of an aircraft complies with the applicable aviation requirements. Certification process could be a new type certificate new aircraft (ex. Airbus A380), Amended Type certification model or derivative (ex Airbus A350 1000) and significant major changes to the type design (ex. A330-200 Passenger to Freighter)To grant and EASA Type Certificate, aircraft manufacture shall obtain first a DOA (Design Organisation Approval) covering the relevant product (aircraft type) and excessively shall demonstrate its capability to design, avow and ensure the continued airworthiness of its products in accordance with the certification limitedation (CS-25) and Environmental protection (CS-34, CS-36) requirements.To manufacture and trouble to service series aircraft, manufacture must then obtain a POA (Production Organisation Approval) and est ablish relationship between DOA POA.Flight TestFlight testing process could be potentially genuinely risk of infectiony and extremely expensive due to unforeseen occupation s result in sack of life (both crew and people on the ground) and damage to the aircraft. Due to this reasons modern flight testing is one of the most safety conscious operations. Typically there are dickens types of flight test programs, armed forces and commercialized. There is a significant difference between military and commercial flight testing where commercial test programs are carried out to certify the aircraft meets all required safety and performance requirements where as military programs involved in aircraft manufactures designing and building aircraft to government contracts to meet ad hoc mission capabilities. Initiation of flight test preparations for both commercial and military aircraft commence well before the aircraft is ready to fly, although due to the fact that the government is fun ding the military projects, involvement of military flight testing is commence much early-on in the design and testing process.Historical Data AnalysisAccording to historical evidence, operational and airframe related risk of a serious accident causes is approximately one per million flight hours but failure problems occurred by aircraft systems problems is about 10 percent of this total amount. Therefore, it is reasonable to argue that systems faults should not allowed serious accidents and it is therefore doable for a new design to change the opportunity of such a serious accident not to be greater than one per ten million flight hours (1 x 10-7).But it is not assertable to identify whether the target can be met until all the aircraft systems has been numerically collectively analysed. Due to this reason its assume that there are about 100 potential failure conditions present arbitrarily which could prevent safe flight and landing of the aircraft. By sharing out equally the t arget allowable risk (x 10-7) equally among these conditions risk allocation result in not greater than 1 x 10-9 to each. Therefore the top(prenominal) risk limit for failure conditions would be 1 x 10-9 for each hour of flight which approximates probability value for the term Extremely Improbable.Analytic techniquesVarious analytical techniques have been developed in line with the above topic to assist Airworthiness Authority and the applicant to carry out a safety analysis, which could bring in systematic qualitative analysis. This technique too important for analyst to perform quantitative assessment when required.The informatory Material Joint (AMJ) identifies both qualitative and quantitative analytical approaches which could used to support JAA mortalal or assist applicant to determine the compliance with the requirement. And it also provides guidance for determining if or when a particular analysis to be conducted. The intended requirement of the analytical tools is supp lement but not to replace operational and engineering judgement.Legal IssuesTo have a basic understanding of the legal requirement is vital for aviation professionals such as pilots, mechanics, air traffic controllers and executives. National and international laws or regulations regulate all aspects of civilian air transportation. To ensure the effectiveness of the legal framework and enforceability of safety aspects, the following basic groups of regulations have been developed.Airworthiness Regulations to defineApplicable procedures, andMinimum safety, technical and performance requirements to be realised and maintain in the aircraft design.Ex EASA Part 21 (aircraft certification procedures), Part M and Part 145 (aircraft forethought) CS-25 (design code for large aircraft)Operational regulations to define the basic rules air traffic has to follow and the minimum requirements for certain kinds of operations, for the aircraft and the person or the organisation.Ex EU-OPS1 mercen ary Air TransportationAfter an accident there is two main investigations (technical legal proceedings) will be conducted. Legal proceedings consist withCivil proceedings which involved in civil claims for restitution by victims and/or their relatives, Commercial proceedings which involved in claims for damages by customer and/or its underwriter (Aircraft repair / loss, Reduction in aircraft residual value, Loss of revenue) and finally Criminal prosecution, in case of remnant / serious injury, in certain jurisdictions (ex France, Germany).Continued AirworthinessAccording to ICAO Doc No 9760-2001 continued Airworthiness defined as The processes that ensure, at any time in its life, an aircraft complies with the technical conditions fixed to the issue of the Certificate of Airworthiness and is in a condition for safe operation. And recommends Contracting states are required to have a system that ensures aircraft are in a condition for safe operation.F. Florio (2006) stated that safe ty is the most important thing which has to be ensuring both time in every flight operations and all the airplanes must be in an air worthy state which is suitable for fly. In other words all the aircrafts must achieve and perform all the procedures in the Airworthiness Directive manual of armss. Furthermore, Florio (2006) also mentioned that continued airworthiness can be rely on two factorsOrganisation operatorsMaintenanceMaintenanceMaintenance can be explained as alterations, inspections, replacements of parts of the aircraft. This can be done by taking a record entry for each event such as replacement of LRUs (Line replacement units).According to Florio (2006), Maintenance refers to as preventive maintenance, alterations and repairs and introduction of airworthiness directive and also he stated that airworthiness is rely on the maintenance programmes , which also establish the replacement of time change items , the choke engines, propellers and various parts of appliances.Flor io mentioned that as the part of the product type certifications of aircraft airworthiness authorities requires instructions for continued airworthiness and so these instructions can be identified as the fundamental tools of the maintenance because they are the basic maintenance programmes. These maintenance programmes must cater the requirements of operational and maintenance standards.According to EASA Maintenance programmeEvery aircraft shall be maintained in accordance with the maintenance programmes approved by the competent authority, which shall be periodically reviewed and revise accordingly.The maintenance programme and any subsequent amendments shall be approved by the competent authorityThe maintenance programmes must establish compliance withInstructions for chronic airworthiness issued by the type certificate and the supplementary type certificate holderInstructions issued by the complement authorityInstructions issued by the owner or the operator and approved by the competent authority.RepairsRepair process involves different organisations where, when the products are not with aircraft manufacture, continuing airworthiness is governed by the state of registry or the responsibilities are spread out in organisations.Part 21A subpart M states the repair procedural requirements for certification.Under Part 21 subpart MElimination of damage (21A.431 b)Unrepaired damages (21A.445 a)Out of Part 21 subpart MReplacement without design activity (21A.431c)Repairs design from an approved manual (GM 21A.431 a)Following diagrams illustrates the Airbus repairing process.Figure 04 Airbus Repairing ProcessThe Structure Repair Manual (SRM) describes general repair practices, materials and typical repairs, allowed damages, which are considered applicable to standard repairs. Its approved by aircraft manufacture under DOR privilege.ModificationsChanges made to a particular aircraft aft(prenominal) the issue of the airworthiness certificate is a modification. This could include changes to the structures, systems, powerplants, propellers etc Furthermore, substitution of one type for another also considered as a modification. Any modification requires approval from the Civil Aviation Authority directly or via an approved organisation.During a design modification, details of the change must be given to the authority at early stage where then the modification is classified as minor or major medication according to the nature of the investigation. If the outcome of an investigation requires amendments to the Certificate of Airworthiness or Flight Manual, authority may require following major modification procedures.Incidents and AccidentsFlight safety experts believe that series of events leads to incidents and accidents.Accidents During the operation of an aircraft, result in occurrence associated with a person being fatally or seriously injured from the time any person boards to the aircraft with intention of flight until the time all persons disembarked.Incidents Other than accidents incidents also occurrences which relate to the operation of the aircraft or could collide with the safety of its operation.Aging AircraftCivil Aviation authority has defined Aging aircrafts as An operational aircraft sexual climax the end of its design life assumptions (Alder P. 2005). Aging aircraft can also be called as an older aircraft as well. Since the aircraft are manufacture to provide long lasting services for so many years, all the aircraft must be in an airworthy state and have to be safe to fly. Thus maintenance programmes must be carried out to maintain the aircraft and also aircraft must be operated according to the manufacturers recommendation.Florio F. (2006) stated that, older aircraft require additional care and the maintenance programmes must be carried out in a more specific way than the recently manufactured aircraft. And also he stated that due to the fatigue, accidental damage and also due to the environmental dete rioration more inspection in the components of the structure must require in maintenance programmes. So to maintain airworthiness in older aircrafts manufacturers of the flight has to provide operators with the specific programs. In older aircrafts normally each of the aeroplane components have to undergo or so of the repairs, overhauls, inspection maintenance, preventive maintenance and some replacements of components of the aircraft.Maintenance records have to be update regularly by the operator. Florio F. (2006) states that between operator of the aircraft, manufacturer and also the authority there should be an open communication system. Furthermore he states that once a problem occur the operator or the owner of the aircraft must inform it to the manufacturer and then manufacturer has to wee-wee the recommendations and has to update the appropriate programmes of continued air worthiness. After examination of those maintenance programmes the authorities will approve those.Role of the RegulatorAirworthiness programmes consist of three main roles.RegulatorImplementerInvestigatorCivil Aviation Authority (CAA), European Aviation Safety Agency (EASA) and Federal Aviation Regulations (FAR) are examples for the regulation authorities. These authorities come back and distribute the regulations for aircraft operations for aviation industry.Civil Aviation Authority is the UKs independent specialist regulator. Their main responsibility is to provide world leading air safety environment in the aviation industry. Aircraft licensing, maintenance of specific airworthiness management systems and scotch regulations, consumer protection, policies for airspace and setting up national safety standards can be interpreted as key role of CAA.Regulators involved in few or many roles as follows circumstance up the civil aviation standards and ensure they are achieved.Regulates and encourages airlines, airports and national air traffic services economic activities etcManages th e principal travel protection scheme.Ensure the airspace is a common place for all users by bringing civil and military interests together.Advise the government on aviation issues.Represents consumer interestsConduct scientific and economic research.Provide specialist services by producing statistical data.Conclusion RecommendationAircraft airworthiness means compliance with applicable aviation authorities regulations that defines the minimum safety level of the aircraft, of the passengers transported and the over flown territories and when designed and built according to applicable requirements, when operated within its intended environment and within its quantified and declared limitations and maintained in accordance with procedures acceptable to the responsible Authority. Therefore, The Airworthiness is a collective responsibility of operators, authorities, manufactures and maintenance organisations.