ppl_06_e2
.pdf
ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com CH AP T ER 1 6 : AIR W O R T
AIRWORTHINESS.
In t r o d u c t i o n .
The International Civil Aviation Organisation (ICAO) is responsible for international rules governing civil aviation and states that “Every aircraft engaged in international navigation shall be provided with a Certificate of Airworthiness issued or rendered valid by the state in which it is registered”.
On 7 December 1944, the majority of the world’s nations became signatories to the “Chicago Convention”, the aim of which was to assure the safe, orderly and economic development of air transport. ICAO sets out, in the terms of the convention, the rules, regulations and requirements to which each signatory must adhere.
U K Co m p l i a n c e w i t h ICAO R e q u i r e m e n t s .
The Civil Aviation Act 1982 is the UK’s means of discharging its ICAO responsibilities. This legislation required the creation of the CAA. The Air Navigation Order (ANO) is the law that empowers it to carry out its duties.
The Air Navigation Order requires that an aircraft shall not fly unless there is in force...”a certificate of airworthiness duly issued or rendered valid under the law of the country in which the aircraft is registered.”
T h e Cr e a t i o n o f t h e Eu r o p e a n Av i a t i o n Sa f e t y Ag e n
EASA became operational on 28 September 2003. It is an independent legislative body under European law, accountable to the Member States and the European Union institutions. EASA itself is not an ICAO signatory because it does not constitute a State; however, it works closely with ICAO and the Federal Aviation Administration (FAA) with the aim of harmonising standards and promoting best aviation practice worldwide.
EASAhasassumedresponsibilityforthetype-certificationandcontinuedairworthiness of a large number of UK registered aircraft. During the next few years, the agency will extend its responsibility to aircraft operations, crew licensing and the certification of non-Member State airlines.
The list of specific EASA and non-EASA aircraft types is contained in CAP 747 -
“Mandatory Requirements for Airworthiness”. CAP 747 also provides a statement of the general categories of aircraft that are excluded from European Regulations and so remain subject to National rules.
All operational aircraft listed on the UK Register must hold:
•A Certificate of Registration
•Avalid Certificate ofAirworthiness which is required for all aircraft types, including balloons, airships and gliders,
or
•A Permit to Fly which is generally applicable to ex-military and amateur built aircraft, microlights, gyroplanes and aircraft without a valid Type Certificate,
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Order: 6026
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
CH AP T ER 1 6 : AIR W O R T H INESS
•Maintenance Documents
•A Flight Manual
CERTIFICATE OF REGISTRATION.
The United Kingdom Civil Aviation Authority requires that all United Kingdom owned or operated aircraft be registered with them. A Certificate of Registration is then issued to the owner, and the aircraft is assigned its nationality and registration marks, by which it may be recognised.
Figure 16.1 Certificate of Registration.
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com CH AP T ER 1 6 : AIR W O R T
In the United Kingdom there are four registration letters which follow the
United Kingdom nationality mark ‘G’, such as the letters shown on Golf Tango Alpha Golf Sierra, in Figure 16.2. Nationality and Registration marks must be displayed permanently and clearly on the aircraft, and be kept clean and visible.
Figure 16.2 Registration Letters.
CERTIFICATE OF AIRWORTHINESS.
When the United Kingdom Civil Aviation Authority (CAA) is satisfied that the design, construction, materials and workmanship of an aircraft conform to statutory airworthiness requirements, a Certificate of Airworthiness (C of A) is issued. In general, the period of validity of a C of A is up to the date marked on the certificate.
Figure 16.3 Certificate of Airworthiness.
Since 28 September 2007, EASA C of A’s have been issued in a non-expiring format, and are supported by a document called the Airworthiness Review Certificate.
ThefollowingarethemostimportantpointsconcerningtheCertificateofAirworthiness according to the UK Air Navigation Order:
•The CAA may issue a C of A subject to any condition it feels appropriate.
•The C of A will be issued under the EASA regulations and under certain aircraft Categories which are linked to the design features of the individual aircraft.
If an aircraft’s
Certificate of
Airworthiness is not
maintained in accordance with the approved maintenance schedule, the Certificate of
Airworthiness will be rendered invalid, until such time as
the required maintenance is completed.
An aircraft’s
Certificate of
Airworthiness is valid for
the period specified in that Certificate of Airworthiness.
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Order: 6026
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
CH AP T ER 1 6 : AIR W O R T H INESS
•To keep the C of A valid you may have to have a signed (ARC). A Continuing Airworthiness Manager can issue and extend the ARC twice, but thereafter it must be renewed. The ARC and C of A must be carried on board.
Unless the aircraft has
a Permit to Fly, or is undergoing a test flight,
it cannot fly without a valid Certificate of Airworthiness.
Figure 16.4 Airworthiness Review Certificate
PERMIT TO FLY.
In the UK a pilot may only fly an aircraft that has been issued with a valid C of A. In some limited and special circumstances an aircraft that does not have a C of A can be issued with an EASA Permit to Fly. These are often issued to aircraft undergoing tests, positioning to a maintenance base where the C of A has expired and vintage military aircraft.
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com CH AP T ER 1 6 : AIR W O R T
Although EASA will assume many of the functions undertaken by the national aviation authorities, aircraft which have been flying in the UK on a Permit to Fly will generally remain subject to CAA requirements. In the UK the inspection and maintenance requirements of aircraft which have a Permit to Fly are managed by approved organisations such as the Popular Flying Association (PFA), and the British Microlight Aircraft Association (BMAA).
MAINTENANCE DOCUMENTS.
T e c h n i c a l Lo g .
Aircraft approved for transport and aerial work must have a Technical Log which is used by the pilot to record take off and landing times, and it must be signed by the pilot after each fight. Any defects in an aircraft which become apparent during the flight should be entered in the Technical Log. The maintenance staff will also use the
Technical Log to record any work carried out to rectify any defects.
Figure 16.5 Technical Log
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Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
CH AP T ER 1 6 : AIR W O R T H INESS
Ma i n t e n a n c e Sc h e d u l e .
All aircraft are to be maintained in accordance with either an approved maintenance schedule, or if its Maximum Authorised Take-off Weight does not exceed 2730kg, the Light Aircraft Maintenance Schedule. Both these schedules require that a system of regular checks and inspections be carried out by licensed and approved persons. Furthermore, logbooks must be kept in respect of the engine and the airframe and, if fitted, a constant speed propeller.
Figure 16.6 Part of the Daily Inspection, or |
Figure 16.7 150-Hour Inspection. |
Check A. |
|
A typical maintenance schedule will include:-
•The daily inspection, sometimes called the Check A. This is a thorough preflight inspection carried out by the pilot. (see Figure 16.6).
•A 50-hour inspection, (or 6 month inspection - whichever is earlier).
•A 150-hour inspection, (Figure 16.7), which is much more detailed than the 50-hour check.
•The annual inspection, which is a major inspection of the engine, the airframe and all of the aircraft systems and components.
•The ‘Star Annual’ inspection, which is an expanded annual inspection carried out every three years. This inspection includes a test flight to ensure that the aircraft is performing to the standards set out in its Flight Manual.
A valid Maintenance Statement, which is shown in the bottom half of Figure 16.8, must be in force for an aircraft approved for transport. The Maintenance Statement confirms:
•that the aircraft has been maintained in accordance with its Maintenance Schedule.
•that any Airworthiness Directives released within the previous 12 months have been complied with.
•that any Manufacturer’s Service bulletins which have been released during the same period have also been complied with. Airworthiness Directives may often be used to make a Manufacturer’s Service Bulletin compulsory.
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com CH AP T ER 1 6 : AIR W O R T
Figure 16.8 Certificate of Release to Service.
CERTIFICATE OF RELEASE TO SERVICE.
Following any maintenance carried out on an aircraft that has a Certificate of Airworthiness, a Certificate of Release to Service, which is shown in the top half of Figure 16.8, is issued by a licensed engineer. This certifies that the work carried out on the aircraft has been done in accordance with both the Civil Aviation Authority’s and the manufacturer’s procedures. Work carried out by a pilot or the owner of the aircraft does not require a Certificate of Release to Service.
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Order: 6026
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
CH AP T ER 1 6 : AIR W O R T H INESS
Ma i n t e n a n c e Al l o w e d b y P i l o t s .
Although, in general, all maintenance on an aircraft with a United Kingdom Certificate of Airworthiness must be carried out and inspected by a licensed aircraft engineer, the Civil Aviation Authority has made provision for certain minor repairs and servicing to be performed by owners or operators who are not licensed engineers.
Aircraft maintenance
carried out by a private pilot in accordance with the
pilot’s legal entitlement is to be entered in the aircraft’s log book and certified by the pilot who carried out the maintenance.
Figure 16.9 Replacing Wings which are Designed for Disassembly.
Certain types of repairs and servicing can be carried out by pilots who are owners or operators of aircraft if their aircraft weighs less than 6 000 lb (2 370 kg) and is in a Category other than Public Transport. A list of those tasks allowed to be performed by a Private Pilot’s Licence holder who is not a licensed engineer is published in the Air Navigation (General) Regulations, Nº 12. That list is reproduced below:
•Replacement of landing gear tyres, landing skids or skid shoes.
•Replacement of elastic shock absorber cord units on landing gear where special tools are not required.
•Replacement of defective safety wiring or split-pins excluding those in engine, transmission, flight control and rotor systems.
•Patch-repairs to fabric not requiring rib stitching or the removal of structural parts or control surfaces, if the repairs do not cover up structural damage and do not include repairs to rotor blades.
•Repairs to upholstery and decorative furnishing of the cabin or cockpit interior when repair does not require dismantling of any structure or operating system or interfere with an operating system or affect the structure of the aircraft.
•Repairs, not requiring welding, to fairings, non-structural cover plates and cowlings.
•Replacement of side windows where that work does not interfere with the structure or with any operating system.
•Replacement of safety belts or safety harnesses.
•Replacement of seats or seat parts not involving dismantling of any structure or of any operating system.
•Replacement of bulbs, reflectors, glasses, lenses or lights.
•Replacement of any cowling not requiring removal of the propeller, rotors or disconnection of engine or flight controls.
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ID: 3658
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com
Customer: Oleg Ostapenko E-mail: ostapenko2002@yahoo.com CH AP T ER 1 6 : AIR W O R T
Figure 16.10 Inspection of Disturbed Controls.
•Replacement of unserviceable sparking plugs.
•Replacement of batteries.
•Replacement of wings and tail surfaces and controls, the attachments of which are designed to provide for assembly immediately before each flight and dismantling after each flight, (Figure 16.9).
•Replacement of main rotor blades that are designed for removal where special tools are not required.
•Replacement of generator and fan belts designed for removal where special tools are not required.
•Replacement of VHF communication equipment, being equipment which is not combined with navigation equipment.
In addition to this list, the holder of a Private Pilot’s Licence may also carry out the 50 hour inspection of an aircraft in the Private Category, if he is the owner or operator of the aircraft.
Aircraft maintenance carried out by a private pilot in accordance with the pilot’s legal entitlement is to be entered in the aircraft’s log book and certified by the pilot who carried out the maintenance.
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Airworthiness