Airworthiness

The paper elaborates on the concept of airworthiness and its requirements for initial and continuous airworthiness. It covers Part 21, Subpart J, G, F, Type Certificates, Part M, Part 145, Part 147, Part 66, and more. It also explores the impact of certifications and technical innovations on airworthiness. A case study on American Flight 96 is presented.

Running head: AIRWORTHINESS
Airworthiness
Name of the Student
Name of the University
Author Note

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Table of Contents
Introduction:...............................................................................................................................3
Airworthiness:............................................................................................................................4
Requirements of the Airworthiness:...........................................................................................5
Initial Airworthiness:.............................................................................................................6
Part 21:...............................................................................................................................6
Design Organization Approval (Subpart J):.......................................................................6
Product Organization Approval (Subpart G):....................................................................7
Production without Production Organization (Subpart F):................................................8
Type Certificates:...............................................................................................................8
Continuous Airworthiness:.....................................................................................................9
Part M and Subparts of Part M:..........................................................................................9
Part 145:.............................................................................................................................9
Part 147:...........................................................................................................................10
Part 66:.............................................................................................................................10
Effect of the Certifications:......................................................................................................10
ICAO:...................................................................................................................................10
FAA:.....................................................................................................................................11
EASA:..................................................................................................................................11
NAA:....................................................................................................................................12
Airworthiness Directives:.....................................................................................................12
Service Bulletin:...................................................................................................................12

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Certification Specification 25 and Subparts:........................................................................13
Type Certificates:.................................................................................................................13
Supplemental Type Certifications:.......................................................................................14
Restricted Type Certificates:................................................................................................14
Certificate of Registration:...................................................................................................15
Certificate of Airworthiness:................................................................................................15
Airworthiness Review Certificate:.......................................................................................16
Air Operator Certificate:......................................................................................................16
Acceptable Means of Compliance (AMC):..........................................................................16
Guidance Material:...............................................................................................................17
Certificate Maintenance Requirements:...............................................................................17
Certification of Release to Service:......................................................................................18
Case Study:...............................................................................................................................18
Innovation and System Development:.....................................................................................20
Conclusion:..............................................................................................................................22
References:...............................................................................................................................23

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Introduction:
The modern aviation industry is seen to be significantly profitable with the increment
in the number of the customers. The sales of the organizations operating in the mentioned
industry is increasing in a significant manner and that is seen to have a significant impact on
the organizations operating in the mentioned industry. The increment in the customers has
influenced many of the organizations in considering their plan of entering the aviation
market. The significant amount of opportunity that the organizations of the mentioned
industry are subjected, is observed to be crucial in increasing the competition of the market
with the entry of many of the new organisations. In spite of having a profitable market for
their business, many of the organizations are observed to face the heat of the competition. In
order to overcome the impact of the competition, the organizations are observed to be
focused in the application of the improved quality in their operations and the competitive
pricing policy (Moreno-Izquierdo, Ramón-Rodríguez and Ribes 2015).
In the aviation industry, the safe and secure operations of the organizations is to be
one of the key factor that influences the consumption of the customers and the preferences of
the customers in selecting a particular airlines for travelling. As the safe and secure travelling
is seen to be notably important for the customers of the mentioned industry, the organizations
operating in the mentioned industry is seen to focus on the safety of the customers in a
significant manner. This becomes pretty evident with the increment of the incorporation of
the technology and the innovative solutions in the safety requirements of the aviation
operations from the part of the organizations. Airworthiness is observed to be a key concept
in the safe and secure operations of the organizations operating in the aviation industry. The
conceptual definition of the term “Airworthiness” states that it is the degree of suitability of
the aircrafts for the safe flights (Shaw 2016). The increasing awareness of the customers

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regarding the safe and secure operations is seen to be significant for the organizations in
making sure that they operate with the aircrafts that are in airworthy condition (Shaw 2016).
The paper is focused in the elaboration of the concept of airworthiness along with the
requirements of the initial and the continuous airworthiness.
The main basis of the description of the requirements mentioned above is observed to
be the Part 21, Subpart J, G, F, Type Certificates, Part M, Part 145, Part 147, Part 66 along
with the Subparts of Part M (De Florio 2016). Adding to this, the paper describes the
importance of a wide range of certification which ensures that the organizations that are
operating in the aviation industry complies with the airworthiness regulations. In addition to
this, the paper also describes the issues that can take place in the organizations are violating
the requirements of the above mentioned certifications. Apart from that, the paper analyses
the case of American Flight 96 with precise elaboration of the problems and the actions that
are taken to make sure that the issue does not repeat in future. Apart from that, the paper also
presents the impact of the technical innovations and the system development in the
improvement of the safety of the aviation operations.
Airworthiness:
As mentioned earlier, the airworthiness is described to be a state of the aircraft that
defines whether it is in the perfect condition to fly or not. An aircraft that satisfies the
airworthiness requirements is considered to be eligible to fly. It is considered to be a routine
check-up of the aircrafts for making sure that the parts and the machinery of the aircraft is in
perfect condition for flying. The state aircraft registry national aviation authority is seen to
have the responsibility of certifying an aircraft for being in the airworthy condition. However,
it is the pilot in command who holds the responsibility of evaluating the airworthiness of the
aircrafts to make sure that the flight is in the desired condition to take safe operations (De

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Florio 2016). According to the, Code of Federal Regulations in United States, Title 14,
Subchapter F, Part 91.7, the pilot in command has the responsibility of disrupting the
operations of the aircrafts in any case where it is identified that the structural, mechanical and
electrical condition of the aircrafts do not satisfy the airworthiness requirements for the safe
operations (Govinfo.gov. 2019).
The role of the International Civil Aviation Organization is seen to be significant in
the specification of the legislations regarding the airworthiness of the aircrafts (Icao.int.
2019). The Chicago convention of the mentioned organization was seen to produce the
legislation for the identification of the airworthiness. The designed legislation was of great
significance in defining the airworthiness in terms of the propeller, engine and the other parts
of the aircrafts. The evaluation of the status of the propeller, engine and the other parts of the
aircrafts regarding the construction of them in accordance to the approved design and the
maintenance of the parts which needs to satisfy the airworthiness of the aircrafts, are
considered to be major areas of focus of the designed legislation. The legislations designed
for the evaluation of the airworthiness also covers the aspect of using the aircrafts in the
approved standards and the limitations. The legislation of the airworthiness also focuses in
making sure that the aircrafts are functioned by the certified operators who has achieved
certification regarding the operations from the certified organizations and the operations of
them is considered to be accepted by the state of the aircraft registry (De Florio 2016).
Requirements of the Airworthiness:
The requirements which are in need to be maintained for the airworthy operations of
the aircrafts are observed to be divided into two different parts which are initial airworthiness
and the continuous airworthiness.

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Initial Airworthiness:
Part 21:
European Union Aviation Safety Agency is an important organization for the
formation of the legislations for the specification of the required infrastructures for the
management of the design and the manufacturing of the aircrafts. The part 21 of the
legislation designed by the mentioned organization is seen to be significant for the
elaboration of the requirements of the initial airworthiness (Gratton 2018).
The mentioned part of the legislation includes considerable number of requirements
for the various aspects such as the Design Organization Approval, General Provisions and
Production Organization Approval. Adding to this, the mentioned part is seen to include
considerable number of sub parts which include the specifications of the requirements of
Type -Certificates, changes to Type –Certificates, Restricted Type –Certificates, changes to
Restricted Type –Certificates, Noise certificates, Certificates of Airworthiness, Permit to Fly,
Restricted certificates of Airworthiness, Certification for the Parts and Appliances,
Production without Production Organization Approval, Identification of the Products,
Supplemental Type –Certificates along with the European Technical Standard Order
Authorisation (Gratton 2018).
Design Organization Approval (Subpart J):
One of the main basis of Design Organization Approval is observed to be subpart J of
the Part 21. The importance of subpart is seen to be high as it covers the various aspects like
the Design Assurance System, the impact of the Design Assurance System for the minor
changes in the type design along with the min repairs to the products, Independent System
Monitoring along with the Independent checking function of the demonstration of the
compliances, Requirements for Approval, Transferability, Compliances along with the
classification of the changes, Data Requirements, Investigations, statement of the

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qualifications and experiences, Terms of Approval, Procedure for the implementation of the
minor changes and the Type design along with minor repairs, effective management of the
significant changes in the Design Assurance System, Procedure for the approval of the
conditions for issuing the permit to fly, method for the approval of the minor revisions in the
manual of the aircraft flight, issuing of the information and instructions along with the
specification of the method for the approval of the conditions for issuing a permit to fly
(Easa.europa.eu 2019).
Product Organization Approval (Subpart G):
The main basis of the Product Organization Approval is observed to be the subpart G
of the Part 21 of the legislation designed by EASA. The subpart is seen to include various
clauses for the effective management of the scope of the Applicable Design Data, Quality
Systems and the different features of the Quality systems, strong bond between the
production organizations and the design organizations and the requirements of an approval.
Adding to this, the subpart also specifies the requirements for the operations such as the
Independent Quality Assurance Systems, Monitoring functions, Approval requirements
regarding the airworthiness, the evaluation of the vendor and subcontractor, Production
Organization Exposition, effective management of the impact of the noise, fuel venting with
a precise focus on the exhaust emissions, the certification of the pay party suppliers,
certification of the employees, controlling and audit of the operations along with the
Evidence Authorisation (Easa.europa.eu. 2019).
Apart from this, the list of the activities governed by the mentioned subpart also
includes the specification regarding the terms of approval and the techniques for the effective
and efficient management of the changes in the terms of approval, the speciation of the
condition for the safe operations along with the verification of the satisfactory control.
Adding to this, the subpart also elaborates the operations of the POA holders with a precise

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focus on the alignment of the correct transcription of the original design data and the own
manufacturing data from the part design data package and the design data package is in need
to be delivered by the design organisations.
Production without Production Organization (Subpart F):
The subpart F of the mentioned legislation is seen to be significant in the elaboration
of the applicability of individual products, parts and the appliances of the aircrafts, applicable
design data, link between the design and the production, specification of the application form,
Inappropriate approval of the subpart G, the procedure for the approval in advance of the
issue of a POA, the minimum information required to be included with the application,
contents of the manual, elaboration of the Production Inspection System with a precise focus
on the functional tests for the letter of agreement (Easa.europa.eu. 2019). Adding to that, the
aspects such as the Approved Production Ground and Flight Tests, Acceptable Functional
Tests for the engines and variable pitch propellers are observed to be effectively covered by
the subpart F.
Type Certificates:
The process of the certification of the manufacturing design of the aircrafts is
achieved with the Type Certificates. The process of the certification evaluates the fact
whether a particular aircraft is manufactured as per the approved design of the aircraft which
satisfies the necessary requirements for the airworthy operations or not. Along with that, the
basis of the certification is observed to be the comparison of the design documents and
procedures and along with that, the process of certification also evaluates whether the design
of the aircraft is capable of satisfying the requirements for a particular type of equipment
(Easa.europa.eu 2019). Hence it is pretty evident that the type certificates are much needed
for the organizations operating in the aviation industry in achieving the permit to fly from the
regulatory agencies.

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Continuous Airworthiness:
Part M and Subparts of Part M:
The continuous airworthiness is considered to be an important aspect in the
description of the state of airworthy for the aircrafts. According to the EASA legislation, the
part M is observed to be divided into two different parts which are section A and section B.
The technical requirements for the parts and appliances of the aircrafts that have the potential
to lead to the airworthy condition is covered in the section A and is seen to be applicable to
the industry. Maintenance Organization, Airworthiness Release Certificate, General,
Accountability, Continuing Airworthiness Management Organization, Components,
Certificate of Release to Service, Maintenance Standards and Continuing Airworthiness are
seen to be the important parts of the section A (Easa.europa.eu 2019). However, the section B
of the part is seen to be concentrated on the competent authorities and is seen to be applicable
for the regulators. The section B of the part is observed to include the 6 subparts for the
effective management of the General Requirements, Accountability, Continuing
Airworthiness, Maintenance Organization, Continuing Airworthiness Management
Organization and Continuing Validity of the Airworthiness Certificates (Easa.europa.eu
2019).
Part 145:
The Part 145 is seen to be an important section of the EASA legislation decorated for
the continuing airworthiness. The mentioned part is seen to be important in the management
of the design, operations, maintenance, and the production of the aircraft components with a
precise focus on the continuing airworthiness requirements. Along with that, the part is seen
to be significantly important in designing of the repair and maintenance programs. In addition
to this, the certification for the design, production, operations along with the maintenance of
the aircrafts is conducted through the part 145 approval (Le and Lappas 2015). Adding to

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this, the repair and the maintenances programs are seen to be evaluated against the continuing
airworthiness requirements of the Part 145.
Part 147:
The part 147 is concerned about training and the developmental activities. The
approval of the Maintenance Training Organizations is seen to be the main aspect of the
mentioned part. Adding to this, the mentioned part is seen to be divided into two sections
which are the basic training and the aircraft type rating raining. The issue of the part 66
maintenance license for the aircrafts is the fundamental aspect of the basic training. The
authorisation of the type ratings to the part 66 aircraft maintenance license is covered by the
aircraft type rating training (Le and Lappas 2015).
Part 66:
The part 66 covers the procedure for the licensing of the aircrafts engineer and the
rating. The effective alignment of the operations of the licensed aircraft maintenance engineer
with the requirements of the continuing airworthiness is seen to be the fundamental objective
of the part. Along with that, the operations of the registered operators, the operator’s
certificate holders and the aircrafts’ owners is influenced by the requirements of continuing
airworthiness of the part (Le and Lappas 2015). Hence it is pretty evident that the, part 66
plays a crucial role in the effective management of the continuing airworthiness.
Effect of the Certifications:
ICAO:
The International Civil Aviation Organization is the authorised agency of the United
Nations for the effective management of the safe and secure aviation operations. The
mentioned agency is responsible for the formation of the codes, principles and the techniques
for the international air navigation. Apart from that, the agency conducts the planning and the

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development of the International Air Transport with a precise focus on the safety. As a result
the mentioned agency is seen to be significantly efficient in the creation of the Doc 9760 and
Annex 8 which are the written description of the airworthiness requirements that the
organizations operating in the mentioned industry are in need to abide by, for continuing their
operations (Icao.int. 2019).
FAA:
The effective management of the operations of the civil aviation in United States is
conducted by the Federal Aviation Administration. FAA controls the operations of the
airports and manages the construction work for the infrastructural development. Adding to
this, the FAA has the responsibility of managing the air traffic in the nation. Apart from this,
the mentioned agency conducts the process of certification regarding the airworthiness of the
aircrafts (Faa.gov. 2019). The certification process monitors the operations of the
organizations with a precise focus on the requirements of the airworthiness and adding to
that, the selection of the personnel and the evaluation of the condition of the aircrafts is seen
to be major responsibility of the agency.
EASA:
The European Aviation Safety Agency is considered to be responsible agency for the
nations of the European Union for the effective management of the aviation operations. The
main objective of the agency is to conduct the operations of the aviation industry in a safe
and secure manner. EASA is responsible for the formation of the standardized codes,
regulations of operations along with the conduction of the process of the certification which
enables it to investigate and measure the performances of the organizations operating in the
member nations. The major contribution of the mentioned body in the effective management
of the airworthiness are seen to be the formation of EASA legislation which includes subpart
H, J, G of the part 21 dedicated for the management of the initial airworthiness

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(Easa.europa.eu 2019). Considering the continuing airworthiness, the formation of Part M,
145. 147 and 66 is of great significance from the part of the agency (Easa.europa.eu 2019).
NAA:
The NAA is the government recognised authority that is present in each of the
countries for the maintaining the aircraft register and the monitoring the approval and
regulation of the civil aviation. In addition to this, the mentioned body has the responsibility
of the effective management and monitoring of the airworthiness requirements in the aspects
such as the design of the aircrafts including engine and airborne equipment. The list also
includes the maintenance of the aircraft equipment, operation of the aircraft equipment,
licensing of the pilots and the air traffic controllers.
Airworthiness Directives:
With a precise focus on the airworthiness requirements of the aircrafts, the
Airworthiness Directives notifies the owners or the service operators of the aircrafts
regarding the safety deficiency in the different models of the aircrafts including the various
systems of the aircrafts, parts and appliances, engines along with avionics (Faa.gov. 2019).
Hence it is evident that the aircrafts that do not include an effective airworthiness directive
will be considered as un- airworthy. The designed legislation regarding AD has the potential
to force the certified operator to make the necessary adjustments for making sure that the
aircrafts are certified as airworthy for continuing the service.
Service Bulletin:
The service bulletins are considered to be the documented notices that are served to
the aircraft operators in order to aware them of a product improvement (Easa.europa.eu
2019). The manufacturers are responsible for the production of the service bulletins. In
certain cases where the manufacturers feel that the adjustment is not a mere product

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improvement, rather a safety related advancement, the manufacturer will be in need to issue
an alert service bulletins. It is considered to be the result of issuing the airworthiness
directives.
Certification Specification 25 and Subparts:
The Certificate Specification 25 is considered to be the guidelines for the airworthy
operation of the large aeroplanes. The design of the large aircrafts along with the
infrastructural requirements are elaborated through the specification. Apart from this, the CS
25 is recognised as one of the significant legislative specification for the various aspects such
as the design and construction of the aircrafts, Gas Turbine Auxiliary Power Unit
Installations, general requirements, power plant, operating limitations and information, flight
requirement, equipment and structure of the large aircrafts (Easa.europa.eu 2019).
Considering the subpart of aircrafts structure, the contribution of the specification is
the definition of the Lamina level material properties, Damage, Laminate level design values
or allowables and Point design. On the other hand, the subpart of flight requirements includes
the requirements regarding the load distribution limits, centre of gravity limits, Removable
ballast, proof of compliance, Propeller speed and pitch limits, take off speed limits, Weight
limits, take off and take off path (Easa.europa.eu 2019). In addition to this, the mentioned
specification plays a crucial role in managing the material system design values along with
the Environmental design criteria. The organizations that are able to achieve the above
mentioned legislative requirements are certified for the airworthy operation and the
organizations that are unable to achieve the certification are forced to suspend their usual
operations.

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Type Certificates:
As mentioned earlier, the type certificates certifies whether the airworthiness of a type
of aircraft is satisfies the manufacturing design of the aircraft or not. Hence it is pretty
evident that the certification is important in the verification of the fact that whether a
particular type of aircraft is designed in accordance to the approved design or not and along
with that, it also evaluates whether the actual design of the aircraft satisfies the requirements
for airworthy operations or not. The Minimum Operating Performance Standards (MOPS),
DO-254 series, DO-160 series and DO- 178 series are considered to be the main basis of the
evaluation on the process of the type certifications (Easa.europa.eu 2019). The type
certifications are much required for the organizations operating in the aviation industry for
initiating their usual business conduction as the regulatory authorities have the power to
suspend their operations on being incapable to achieve the type certifications.
Supplemental Type Certifications:
The repair and the modifications that are required in a particular type certified aircraft
is the main operational area of the supplemental type certifications. The repair organizations
that feel the necessity of conducting the repair or modification work are in need to achieve
the supplemental type certificates from the regulatory authorities as the issuing of the type
certificates confirms the fact that the design of the aircrafts cannot be changed. The
mentioned type certificate covers the aspect such as the increment in the maximum weight or
the changes in the type of the engine.
The subpart E in the Part 21 of the legislation framed by EASA for the airworthy
operations and the 14 CFR 21.111 for the organizations operating United States are seen to be
designed legislation for the issue of the supplemental type certificates (Faa.gov. 2019). The
suspension of work is the result of any sort of violation in the application of the legislation.

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Restricted Type Certificates:
The restricted type certificates make sure that the organizations capable of complying
with the suitable type certification basis with a precise focus on the intended usage of the
aircrafts along with the establishment of the environmental protection requirements. Adding
to this, the engine and the propeller installed in the aircraft is in need to achieve all the
required type certificates and is in need to show the compliance with the certification
specification which are much needed for the safe and secure flight (Easa.europa.eu 2019).
With the effective management of the above mentioned provisions, an applicant is eligible to
achieve restricted type certificates in case of being ineligible to achieve the type certificates.
Certificate of Registration:
The Certificate of Registration or CoR is responsible in confirming the features of an
aircrafts and the nationality of an aircraft through the number tagged on the outer surface of
the aircraft. With the help of the number that is generated with the certification of the
registration, the specification regarding the turbulence, weight, design of the engine along
with the noise that the aircraft generates, the airworthiness certificates of the aircrafts, design
of the aircraft is communicated. Hence it is pretty evident that the registration number of the
aircrafts play a crucial role in specifying the airworthiness requirements that the aircraft
achieved and that helps the national authority in regulating the operations of the aircrafts
(Hodgkinson and Johnston 2018).
Certificate of Airworthiness:
The certificate of airworthiness is the fundamental criteria for the airworthy
operations of the aircrafts. The certificate of airworthiness states the requirements that are in
need to be applied for the safe and secure operations of the flights with a precise focus on the
initial and continuous airworthiness. The requirements for the certification confirms the fact

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that pilot in charge has the responsibility to assess the condition of the aircrafts and report
whether the aircraft is fit to fly or not (Gratton 2018).
Along with this, the elaboration regarding the definition of the parts and the features of
the flights is expected to be designed through the certificate of airworthiness. The certificate
is much needed for the aircrafts in the continuation of the services.
Airworthiness Review Certificate:
The Airworthiness Review Certificates are considered as the annual validation for the
all the EASA aircraft types that are judged fit for the EASA Certificate of Airworthiness and
are issued with a non-expiring Certificate of Airworthiness. The Continuing Airworthiness
Management Organizations with the appropriate Part M Subpart G approval and the
engineers that are able to achieve an approval for the European Light Aircrafts are eligible to
apply for the certification (Caa.co.uk. 2019).
Air Operator Certificate:
The Air Operator Certificate is considered to be the certification for the legal
operations of the air operators in the aviation industry. The Air Operator Certificate holders
are responsible for the management of the operations in accordance to the requirements of the
part M. Along with that, the efficient management of the aviation operations are seen to be
dependent on the legislation of the Part ORO (Icao.int. 2019).
Apart from this, the holders of the mentioned certificate are in need to make sure that
their operations satisfies the requirements for the subpart G of the EASA legislation.
Acceptable Means of Compliance (AMC):
The portrayal of the ability to meet the necessary requirements for the airworthiness
along with the intent of Implementing Rules (IR) is considered to be the fundamental

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objectives of the AMC. The base of the Acceptable Means of Compliance is the
airworthiness requirements specified in the basic regulations (Casa.gov.au 2019).
Apart from this, the Alternative Means of Compliance is seen to be a substitute form
of complying with the airworthiness requirements.
Guidance Material:
The main basis of the Guidance Materials is observed to be the Basic Regulations,
Certification Specifications, Acceptable Means Compliance and Implementing Rules
(Icao.int. 2019). GM is recognised as the specification for achieving the techniques for
satisfying the requirements of the airworthiness. Apart from this, Guidance Materials holds
greater significance for the users in terms of making them aware regarding the usage of the
Implementing Rules, Certificate Specifications and Acceptable Means of Compliance.
The perfect alignment of the operations of the organizations with the mentioned
aspects of the Guidance Materials is seen to be significantly crucial for the organizations
operating in the aviation industry for continuing their services.
Certificate Maintenance Requirements:
The Certificate Maintenance Requirements is seen to be a functional limitation for the
type certificates and the supplemental type certificates. The type certificates and the
supplemental type certificates that are framed as the scheduled maintenance task, designed
during the time of design certification of the airplane systems are the main focus of the
Certificate Maintenance Requirements. The depiction of the compliance with the specific
requirements for the effective management of the hazardous failure and catastrophic
conditions and the assessment of the numerical values for that, are considered to be the main
objective of the Certificate Maintenance Requirements (Apics.org. 2019). Apart from this,

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CMR is recognised as the subset of the instructions that are identified during the certification
of the continuous airworthiness.
The organization’s incapability in accomplishing the mentioned requirements can
force them towards the suspension of work.
Certification of Release to Service:
The Certification of Release to Service is considered to be the declaration from the
part of the Licensed Aircraft Engineer, who has the required certifying approvals, regarding
the degree of the airworthiness of a particular aircraft (Caa.co.za. 2019). It includes the
information regarding the maintenance, date of the competition of the maintenance,
information regarding the identity of the organization or the person responsible for issuing
the release to service along with the expected limitations.
Case Study:
One of the major accident that the global aviation industry witnesses due to the
absence of airworthy operations was the case of American Airlines Flight 96. On the 12th
June, 1972, a cargo door failure of an aircraft of type McDonnell Douglas DC-10-10 of
American Airlines took place which resulted in severe injuries of 2 crew members and 9
passengers (Fss.aero. 2019). The case was a perfect result of the faulty maintenance from the
part of the maintenance authority regarding the requirements of the airworthy operations. As
a result of this, the National Transportation Safety Board provided noteworthy
recommendations for the design of the aircrafts to make sure that the operators do not face
similar sort of issue in future.
The main problem that resulted in the accident was the missing of the rear cargo door
and the severe damage that it caused to the left horizontal stabilizer. A thorough investigation
of the case informed the regulatory authority that the handlers report claimed that the cargo

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door was not electrically latched and that forced it to be manually closed. Three of the
operators reported the case of the failure of the electrical latch actuators to latch or unlatch
the cargo doors. The failure of the latch actuator resulted in the excessive voltage drop which
deceased the output torque to the actuator (Fss.aero. 2019). The condition had the potential to
prevent the electrical latching of the hooks. Adding to this, the ground crew at Detroit
claimed that they found it extremely difficult to close the rear door. Investigator interviewed
a number of crew at Detroit, where one of them claimed that they closed the door electrically
and waited for the actuator motor to stop. When the heard the sound of the stopping the
actuator motor, they felt that the operating of the locking handle was significantly difficult to
close the doors. Hence the crew applied force with his knees to latch the lock and apart from
this, the crew also witnessed the fact the vent plug in the section was not appropriately closed
which the crew highlighted the case to the responsible mechanic as well. Apart from this, one
of the major revelation came from the part of the flight engineer.
The flight engineer reported that the “door ajar” warning light was not lit during the
time of the flight which was a major fault in the appropriate design of the aircraft.
Investigators also found out that the latches were never rotated to their locked position
(Fss.aero. 2019). As a result, the pressure on the doors made sure that the latches are further
shut and the required transmission of the forces into the actuator system that is needed to
close or open the actuators is absent. Hence the partial closure of the latches was instrumental
in making sure that the forces on the doors is transmitted back to the actuator. Adding to this,
the significant depressurization that took place due to the breaking of the door resulted in the
pulling the rubber cables to its extension limit and that affected other important cables as
well. Hence the aircraft suffered an accident of such intensity which was completely due to
the organization’s incapability in maintaining the airworthiness of the aircrafts. Adding to
this, investigators claimed that the organizations responsible for the operations such as

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maintenance and the design of the aircrafts were in need to make sure that the concerns of
crew and the maintenance engineers are met in an efficient manner.
As the case was significantly impactful in terms of the safe and secure operations in
the industry, the National Transportation Safety Board (NTSB) introduced two new
suggestions for increasing the safety of the operations with a precise focus on the design of
the aircrafts and airworthiness requirements. The NTSB made sure that the DC-10 ensures
that Windsor accident recur changes to the locking system to make sure that the manual
forces cannot close it along with the venting cut into the rear cabin floor (Fss.aero. 2019).
Innovation and System Development:
The incorporation of the technology and the innovative solutions into the design of
the products of the modern generation is seen to be notably contributing in the speedy
operations along with the safety of the customers. Adding to this, the increment in the
flexibility of the customers is significantly achieved with the incorporation of the technology.
As the efficient air traffic management is seen to be significantly important for the
organizations operating in the mentioned industry to reduce the number of the accidents, the
incorporation of the Geospatial Technology is seen to be of great significance for the
organizations. The contribution of the Geospatial Technology is seen to be in the form of the
appropriate planning, maintenance, deployment and delivery of the infrastructure of aircrafts
and along with that, the impact of the mentioned technology on the flight management in the
modern aircraft fleet along with the cockpit resource management is noteworthy (Kawasaki,
Berman and Guan 2013). Apart from this, the replacement of the paper charts by the
electronic flight bags, aerodrome data, electronic aeronautical information publications,
electronic terrain obstacle data and electronic route bulletins are considered to be great
contribution of the mentioned technology (Baker et al. 2015).

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Apart from this, one of the crucial technology that have significant potential in the
development of the system is considered to be the Geographic Information System. The
mentioned technology is of great significance in the efficient management of the height
clearances, flight paths and the noise level. The air traffic controllers can effectively manage
and improve the operations such as the routing applications or the airspace planning with the
accurate execution of the mentioned technology (Chang 2016). The restructuring of the
spatial components of the information of the cost effective workflows can be notably
achieved with the introduction of the Geographic Information System. Adding to this, better
management of the facilities management applications can be achieved with the usage of the
technology in an efficient manner.
Adding to this, the application of the technology provides a significant opportunity to
the organizations operating in the mentioned industry for the improved management of the
databases which has a greater significance for the development of the system. GIS enables
the organizations to improve their systems related to aeronautical charts (Leh, Bajwa and
Chaubey 2013) and apart from that, the implementation of the technology helps in the
effective management of the aviation operations with a precise focus on one of the major
threat of the industry which is the bird strikes. The applications of the GIS technology
enables the organizations to map the movement of the birds and with the execution of the
effective communication, the real time mapping of the movement of the birds enables the
pilots to avoid such cases (Leh, Bajwa and Chaubey 2013).
Adding to this, the application of the Global Navigation Satellite System helps the
organizations to improve their navigations which is seen to be significant as many of the
experts of the industry are able to comment on the necessity of the improved navigational
aids for the effective and safe operations in the industry. The GNSS is significantly helpful
for the organizations in the effective management of the surveillance applications for the

22AIRWORTHINESS
purpose of transferring of computed information, verification of the accurate locations of the
aircrafts and the effective usage of the data link for controlling the air traffic as an alternative
to the radar surveillance (Gps.gov. 2019). The impact of the GNSS is pretty evident in the
effective management of the data to keep a track of the aircrafts.
Conclusion:
On a concluding note, the modern aviation system is seen to change in a significant
manner over the years with the incorporation of the modern technology. The main objective
of incorporating the technology is the improvement of the safety procedures of the
organizations. The main basis of the safe operations in the aviation industry is considered to
be the airworthy operations and that is pretty evident with the increment in urgency of the
aviation organizations in meeting the requirements of the airworthiness. As the reputation of
the organizations in conducting safe operations is seen to be significant in the increasing their
sales, the organizations operating in the mentioned industry are observed to put strong
emphasis in meeting the airworthiness requirements.

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