Chapter 1 Contents
Contents1
Objectives2
Introduction3
Role of the International Civil Aviation Organisation5
The Air Navigation Order6
The Civil Aviation Authority11
British Civil Aviation Requirements15
Civil Aircraft Airworthiness Information & Procedures18
Airworthiness Notices23
The Role of the Joint Aviation Authority31
The Role of JAA Full Member Authorities33
The Role of JAA Candidate Member Authorities34
The Relationship Between JAR Ops, JAR 145,
JAR 147, JAR 66 and JAR Maintenance34
JAR Ops35
JAR 14535
JAR 6637
JAR 14737
JAR Maintenance37
Relationship with other Aviation Authorities38
European Aviation Safety Agency (EASA) 39
Transition from JAA to EASA 39
OBJECTIVES
At the end of this chapter, you will be able to:
- Explain the role of the International Civil Aviation Organisation (ICAO)
- Explain the role of the Joint Aviation Authority (JAA)
- Explain the role of JAA full member Authorities
- Explain the role of JAA candidate member Authorities
- Explain what information and the structure of Joint Aviation Requirements (JAR)
- Explain the relationship between JAR-OPS, JAR 145, JAR 147, JAR 66 and JAR Maintenance
- Explain the role of the EASA.
In addition, you will be able to:
- Identify those parts of the Air Navigation Order (ANO) that are of most significance to a Licensed Aircraft Maintenance Engineer (LAME)
- Explain what information is contained within British Civil Aviation Requirements (BCAR)
- State which public authority certifies the airworthiness of aircraft
- State the purpose of Airworthiness Notices (AWN)
- Explain what information is contained within Civil Aircraft Airworthiness Information and Procedures (CAAIP)
INTRODUCTION
Air Legislation is the term generally used to define the process through which the laws relating to all areas of the civil aviation industry, in the United Kingdom, are enacted. These notes are a guide and introduction into the legislation and general requirements governing the design, construction, approval registration, certification and maintenance of civil aircraft and associated equipment manufactured in the United Kingdom.
The approval and certification procedures for aircraft and associated equipment manufactured outside the United Kingdom are also included, although these procedures may differ, depending on the countries concerned.
As the subject matter is dealt with in a general way, any text extracted from the Air Navigation Order, British Civil Airworthiness Requirements, Joint Airworthiness Requirements,Airworthiness Notices or any other publications, may have been abridged or abbreviated to fit the particular presentation. These notes do not, therefore, purport to give full and authoritative interpretation.
Where full and authoritative text is required, reference should be made to the latest issue of the appropriate document.
Relationship Between United Kingdom Legislation and ICAO
Figure 1.1
The Role of the International Civil Aviation Organisation (ICAO)
During the latter part of 1944, a meeting, between 54 countries from around the world, including the United Kingdom, was held in Chicago to discuss matters related to standardising the conduct of civil aviation.
On 7th December 1944, 32 of these countries signed an international agreement on the regulation of civil aviation.(Today there are approximately 188 signatories). From this ‘Chicago Convention’, as the agreement is called, the contracting states formed the ICAO. It came into being officially on the 4 April 1947 and in October of the same year became a ‘specialised agency of the United Nations (UN)’.
In the United Kingdom, provision for giving effect to the ‘Chicago Convention’ and generally regulating air navigation was made in the Civil Aviation Act of 1949. This Act of Parliament is the authority for the implementation of the Air Navigation Order (ANO) which is a statutory instrument (SI) that sets out, in detail the law of the land concerning civil aviation and its conformity with the ICAO recommended standards and practices. Figure 1.1 shows the connection between the ICAO and the UK.
The ICAO only makes recommendations to member countries. These recommendations are based on investigation and analysis of aviation matters and the experiences of contracting member states. The ICAO has no executive powersto incorporate or introduce legislation into a National Authority’s national standard; this is left to each contracting nations own National Authority.
The Air Navigation Order (ANO)
The Civil Aviation Act of 1949 placed aviation standards and practices on the UK statute books. The subject matters contained within the ANO are statutory instruments, (SI’s) requiring organisations and individuals within the aviation industry to comply with the ANO requirements. The ANO applies to all aircraft registered in the United Kingdom. Failure to comply with an ANO, in part or completely, could lead to prosecution.
The ANO is under constant review and at times is subjected to amendment action following parliamentary action. At the time of writing the current ANO is dated July 19th 2000. The latest amendment state is included in the title reference given in the opening pages of the ANO.
The ANO is arranged as:
Sections (1 - 9) We are interested in Section 1 which is laid out in:
Parts(1 - 10)
Articles(1 - 134)
Schedules(1 - 14)
These are listed in numerical sequence within Section 1 of the ANO and set out the rules and regulations under which all types of British registered aircraft must be operated.
The Articles contained in Part III, Airworthiness and Equipment of Aircraft are of particular interest and importance to aircraft maintenance engineers.
In addition to setting aviation standards, the ANO also authorises the Secretary of State for Transport to make regulations, known as Air Navigation Regulations (ANR). These amplify the content of certain, though not all articles within the ANO. It cannot be emphasised enough, but the work of aircraft maintenance engineers, both licensed and unlicensed must comply with the ANO and ANR at all times.
The listings overleaf show the contents of the ANO, whilst the flow chart illustrates the process whereby the ANO and ANR, and their subsequent amendment, are introduced on to the statute books.
SECTION 1 – THE AIR NAVIGATION ORDER 2000
Made14th June 2000
Laid before Parliament26th June 2000
Coming into force19th July 2000
ARRANGEMENT OF ORDER
CITATION, COMMENCEMENT AND REVOCATION
Article
ANO Parts, Articles and Schedules
Figure 1.2
ANO Parts, Articles and Schedules
Figure 1.2.1
Parliamentary Process for Introduction of ANO and ANR
Figure 1.3
Development of Airworthiness Requirements
Figure 1.4
The Civil Aviation Authority (CAA)
The CAA was formally set up under the Civil Aviation Act of 1971, on 22nd December 1971 and assumed responsibility and full authority for civil aviation matters on 1st April 1972. It became the United Kingdom’s first independent and unified body for regulating civil aviation, air traffic control and navigation services.
The affairs of the CAA are presided over by an executive committee consisting of a:
Chairman and Deputy Chairman
Controller of National Air Traffic Services
Controller of Safety
Head of Air Transport Licensing
Controller of Finance and Planning
An Airworthiness Requirements Board (ARB) (not to be confused with the old Air Registration Board, predecessor of the CAA) sits in an advisory capacity to the CAA.
In the field of aviation engineering and maintenance, the prime concern of every engineer must always be the upholding of airworthiness and safety standards. To this end, our particular interest lies in the area of the CAA administered by the Controller of Safety. Under his direction, there are two main divisions each under the control of a Director-General. These divisions are known as the ‘Safety Regulation Group’ (SRG) and ‘Operations’
The SRG, based at Aviation House, Gatwick, Surrey, possess delegated functions that are primarily of a technical nature. These functions are implemented by staff known as ‘Surveyors’ who are engaged in specialist and general duties, relevant to all airworthiness aspects from design approval and certification to operation and maintenance. Aircraft engineers, whether working in design, manufacturing or maintenance, are all accountable to the CAA via the Safety Regulations Group.
To date the SRG comprises of the following divisions and departments:
(a)Operating Standards Division which includes the Maintenance Standards Department, amongst many others
(b)Design and Manufacturing Standards Division which includes various departments, including Structures & Materials and Powerplant Departments
(c)Licensing Standards Division, which includes the Engineer LicenseDepartment, as well as Crew and Aerodrome licensing.
(d)Medical Division, responsible for medical examination and certification
(e)Support Services Division which includes the Airworthiness Requirements Section and the Safety Data and Analysis Unit
At some stage in your early engineering career, your first contact with the SRG will be through the ‘Personnel Licensing Section’ It is the function of this section to assess and approve all engineer license and for conducting the appropriate examinations
Organisational Structure of CAA to SRG and Licensing
Figure 1.5
The CAA publishes reference materials based on the requirements of legislation, standards and procedures. A list of some of the more applicable publications is given at Figure 1.6 below.
Reference:CAA Document No 13 - Publication List
Air Navigation – The Order and The Regulation - CAP 393
Air Operators Certificate: Part 1 - Operation of Aircraft
Part 2 – Engineering Support Arrangements - CAP 360
(superseded by JAR-OPS 1)
Airworthiness Notices - CAP 455
CAA Approved Organisations - CAP 475
Civil Aircraft Airworthiness Information and Procedures - CAP 562
Light Aircraft Maintenance Schedule (Aeroplanes) - CAP 411
(Helicopters) - CAP412
Mandatory Aircraft Modifications and Inspections Summary - CAP 476
Mandatory Aircraft Reporting Scheme: Information & Guidance - CAP 382
Log Books: > 2730kgAircraft - CAP 408
Engines- CAP 391
VP Propellers- CAP 388
< 2730kg Aircraft - CAP 398
Engines- CAP 399
VP Propellers- CAP 400
British Civil Airworthiness Requirements
Section A - Airworthiness Procedures where CAA has Prime Responsibility for Type
Approval of the Product - CAP 553
Section B - Airworthiness Procedures where CAA does not have Prime
Responsibility for Type Approval of the Product - CAP 554
Section K - Light Aeroplanes CAP 467
Section L - Licensing CAP 468
Sample of CAA Publications
Figure 1.6
The CAA maintains a close liaison with many other National Aviation Authorities (NAA). The aim of these liaisons is to share information related to aviation matters, thus ensuring airworthiness issues from across the world are reviewed and assessed for potential impact or applicability to the UK aviation industry and vice versa.
Additionally the CAA, being a full member of the Joint Aviation Authority (JAA), maintains close links with other member Authorities in order to standardise the requirements, regulations and procedures across the JAA.
Figure 1.7 shows examples of other NAA’s both within and outside of the JAA organisation.
EuropeJoint Aviation Authority (JAA)
USAFederal Aviation Administration (FAA)
FranceBureau Veritas (BV)
Direction Generale de L’Aviation Civile (DGAC)
GermanyLuftfahrt Bundesamt (LBA)
NetherlandsNederlandse Luchtvaart Autoriteit (NLA)
ItalyRegio Aeronautico Italiano(RAI)
AustriaMinistry of Transport – Dept. of Civil Aviation (MT)
NorwayCivil Aviation Administration(CAA)
SwedenBoard of Civil Aviation (BCA)
CanadaMinistry of Transport (MT)
AustraliaDepartment of Transport (DT)
FinlandNational Board of Aviation (NBA)
BelgiumAdministration de L’Aeronautique (ADLA)
Example of Other NAA and Foreign Airworthiness Authorities
Figure 1.7
British Civil Airworthiness Requirements (BCAR)
BCARs are published by the SRG of the CAA and relay, to the aviation industry, the minimum airworthiness standards necessary to meet the ANO and ANR. They also constitute the basis for the issue of approvals and certificates required by the current ANO and ANR.
Note:
BCARs do not purport to provide a text of detailed or current aeronautical knowledge and should not be regarded as doing so. It is essential that the interpretation of BCAR should be made in conjunction with background knowledge of the subject matter.
BCARs are constructed in sequential alphabetical Sections. In these sections the material is supported by Appendices (blue paper in sections A, B, M, N and R and in Italic print for sections S and T) that are, in essence, acceptable interpretations or supplementary information related to the BCAR. This is similar to the Acceptable Means of Compliance (AMC), used in the JAR system, which will be covered in a later chapter. These sections are also published as Civil Aircraft Publications (CAP).
For example:
BCAR Section A – CAP 553
BCAR Section B – CAP 554
BCAR Section L (licensing – light blue in colour) - CAP 468
New Issues, re-issues and amendments to BCAR are announced in the aeronautical press prior to release. Until October 1998, Amendments to Sections M, N, Q, R, S, T and BCAR 31 were considered in committee prior to Airworthiness Requirements Board approval and either printed on Blue paper or included as a revised page. A slightly different process effects the amendment procedures for sections A, B and L. Amendments to these sections were made by means of Grey Papers (this is just a reference to the colour of the paper on which the amendment is printed). From 1998 no new grey or blue papers were issued. Issue of loose-leaf amendments and a record sheet inserted in the front of the publication now effect amendments. Blue and Grey papers remain valid until they are consolidated into the next issue of the affected BCAR. The effective date of a BCAR is marked on the paper. At convenient intervals, the contents of an amendment will be incorporated into the main text of the affect section. The issue number will then be revised and the amendment papers withdrawn.
Figures 1,8 shows a general list of effective BCAR and CAP numbers, whilst Figure 1.9 illustrates the style of the BCAR general contents with both issue numbers and dates. Once again, the student is reminded to consult the current version of BCAR for definitive information on the subject.
BRITISH CIVIL AIRWORTHINESS REQUIREMENTS (BCARs)
SECTIONCAP NUMBER
A*AIRWORTHINESS PROCEDURES WHERE THE CAA HAS 553
PRIMARY RESPONSIBILITY FOR TYPE APPROVAL OF THE
PRODUCT.
B*AIRWORTHINESS PROCEDURES WHERE THE CAA DOES554
NOT HAVE PRIMARY RESPONSIBILITY FOR TYPE APPROVAL
OF THE PRODUCT.
G ROTORCRAFT465
JELECTRICAL466
KLIGHT AEROPLANES467
L*LICENSING468
MEMISSION CERTIFICATION514
NNOISE469
PPROVISIONAL AIRWORTHINESS REQUIREMENTS FOR470
CIVIL POWERED-LIFT AIRCRAFT
QNON-RIGID AIRSHIPS471
RRADIO472
SSMALL LIGHT AEROPLANES482
*OF PARTICULAR INTEREST TO LAMEs
General List of Effective BCAR and their CAP Numbers
Figure 1.8
CIVIL AVIATION AUTHORITY BRITISH CIVIL AIRWORTHINESS REQUIREMENTS
GENERAL CONTENTS ISSUE 104
29 NOVEMBER 1999
GENERAL CONTENTS …………………………………………………………ISSUE 10429 NOVEMBER 1999
GENERAL FOREWORD ………………………………………………………..ISSUE 5929 OCTOBER 1998
SECTION A-AIRWORTHINESS PROCEDURES WHERE
THE CAA HAS PRIMARY RESPONSIBILITY
FOR TYPE APPROVAL OF THE PRODUCT
(CAP 553) ……………………………………………….ISSUE 529 NOVEMBER 1999
SECTION B-AIRWORTHINESS PROCEDURES WHERE
THE CAA DOES NOT HAVE PRIMARY
RESPONSIBILITY FOR TYPE APPROVAL
FOR THE PRODUCT (CAP554)……………………..ISSUE 529 NOVEMBER 1999
SECTION L-LICENSING – AIRCRAFT MAINTENANCE
ENGINEERS (CAP468) ……………………………….ISSUE 132 OCTOBER 1997
SECTION M-EMISSIONS CERTIFICATION (CAP514) ……..…..ISSUE 11 MAY 1986
SECTION N-NOISE (CAP469) ………………………………………ISSUE 51 AUGUST 1990
SECTION Q-NON-RIGID AIRSHIPS (CAP 471)………………….ISSUE 117 DECEMBER 1979
SECTION R-RADIO (CAP 472) …………………………………….ISSUE 410 APRIL 1974
SECTION S-SMALL LIGHT AEROPLANES (CAP 482) ………..ISSUE 231 AUGUST 1999
SECTION T-LIGHTGYROPLANES (CAP 643) …………………..ISSUED29 MARCH 1995
BCAR 31-MANNED FREE BALLOONS (CAP 494 …………..ISSUE 131 AUGUST 1984
For JAA publications which form part of British Civil Airworthiness Requirements, please see Airworthiness Notice No.6 and JAR General Contents.
BCAR General Contents List with Issue Numbers and dates
Figure 1.9
Civil Aircraft Airworthiness Information and Procedures (CAAIP)
CAAIPs are published by the CAA and consist of 14 sequentially numbered Parts and individual Leaflets within those parts as illustrated in Figures 1.10.
(Note: Currently, there is no Part 13)
Each leaflet contains information on a variety of matters concerned with the manufacture, overhaul, repair, maintenance, operation and procedures of civil aircraft. The leaflets are designed to assist and increase the knowledge of the reader on subjects for which there is a shortage of information from other sources.
The information is essentially of a general nature and not specific to any particular type of aircraft, engines, equipment or component parts fitted to civil aircraft. It is essential that where specific information or guidance is required, the appropriate manufacturer's manual is referred to at all times.
The interpretation of the Leaflets and the application of the information contained therein is greatly dependent on the background knowledge of the reader. In the preparation of the Leaflets, it is assumed that the reader is familiar with general engineering practices and working procedures of the civil aircraft industry.
If it is considered necessary for the understanding of the text, a certain amount of background information will be included in the relevant Leaflet.
Note:
The information contained within CAAIPs cannot be referenced in maintenance documentation. Work carried out and referenced must always be in accordance with the manufactures manuals or other applicable engineering directives
Leaflet Number Title Issue/Revision Date
Part 1Airworthiness Procedures
1-2Legislation and RequirementsRev30 June 1997
1-3Occurrence Reporting and the EngineerIss 1July 1990
1-4Weight & Balance of AircraftIss 1 July 1990
1-5Aircraft Engine and Propeller Log BooksIss 1 July 1990
1-6Maintenance of Aircraft not Exceeding
2730 kg, including Star InspectionRev17 June 1991
1-7Condition Monitored MaintenanceIss 1 July 1990
1-8Storage Conditions of Aeronautical SuppliesIss 1 July 1990
1-9Concessions during manufactureIss18 Dec 1990
Part 2Engineering Practices and Procedures
2-1Engineering DrawingsIss1 July 1990
2-2Clean RoomsIss1 July 1990
2-3Timber Conversion – SpruceIss 1 July 1990
2-4Synthetic Resin AdhesivesIss 1 July 1990
2-5Locking and Retaining DevicesIss1 July 1990
2-6Cleanliness of AircraftIss1 July 1990
2-7Paint Finishing of Metal AircraftIss 1 July 1990
2-8Fabric CoveringIss1 July 1990
2-9DopingIss 1 July 1990
2-10Thread InsertsIss1 July 1990
2-11Torque LoadingIss1 July 1990
2-12Cable – Splicing and SwagingIss1 July 1990
2-13Control SystemsIss1 July 1990
2-14Measurement and Calibration SystemsRev 30 June 1997
Part 3 - Identification Marking
3-1Identification Marking Processes for a/c partsIss 1 July1990