10.5 Certification of aircraft, parts and appliances

USW Aircraft Maintenance Licence Training
Module: NG3S420
Aviation Legislation
EASA Part 66
Module 10 Page 1 of 35 Revision 02
Disclaimer
The information contained within this document is for TRAINING USE ONLY.
These training notes should not be used for carrying out any work or procedure on
ANY aircraft. You must always use the correct aircraft maintenance manual or
equipment manufacturer’s handbook.
You should abide by the rules set out by your regulatory authority and as laid
down in the company policy where you are working. All reports, documentation,
etc., must be in compliance with your organization.
For Health and Safety, always follow the guidance laid down by the equipment
manufacturer, company policy, national safety policies and national governments.
Aircraft Maintenance Engineering

University of South Wales
Treforest Campus
Pontypridd
NP20 2BP
EASA Part 66
LEVEL 1
•A familiarisation with the principal elements of the subject.
Objectives:
• The applicant should be familiar with the basic elements of the subject.
• The applicant should be able to give a simple description of the whole subject, using common words and
examples.
• The applicant should be able to use typical terms.
LEVEL 2
• A general knowledge of the theoretical and practical aspects of the subject.
• An ability to apply that knowledge.
Objectives:
• The applicant should be able to understand the theoretical fundamentals of the subject.
• The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
• The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
• The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
• The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
• A detailed knowledge of the theoretical and practical aspects of the subject.
• A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner.
Objectives:
• The applicant should know the theory of the subject and interrelationships with other subjects.
• The applicant should be able to give a detailed description of the subject using theoretical fundamentals and
specific examples.
• The applicant should understand and be able to use mathematical formulae related to the subject.
• The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
• The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions.
• The applicant should be able to interpret results from various sources and measurements and apply corrective
action where appropriate.
EASA Part 66
EASA Part 66
Contents Page
General Introduction 7
The Regulation (EU) PART 21 8
Part 21 Sections & Subparts 9
TYPE CERTIFICATES / TYPE CERTIFICATION The process 19
Supplementary Type Certificates 21
CHANGES IN DESIGN – MODIFICATIONS 21
Certification Specifications. (CS) 24
Certificate of Airworthiness C of A 24
Permit to Fly 25
Registration of Aircraft 28
Noise Certificate 30
Weight Schedule 31
Radio Licence 33
EASA Part 66
List of Figs.
EASA Part 66
10.5 Certification of aircraft, parts and appliances

Initial Airworthiness PART 21
General Introduction
Commission Regulation (EU) No 748/2012 of 3 August 2012 - Airworthiness and
Environmental Certification
That part of the European Aviation Safety Agency (EASA) Regulatory System which deals with
the approval of aircraft design and production organisations and certification of aircraft,
products and related parts.
Airworthiness has a number of aspects which relate to the legal and physical state of an
aircraft.
According to the FAA (1998), the term Airworthy “is when an aircraft or one of its component
parts meets its type design and is in a condition for safe operation.”
A definition used by the UK MOD includes a wider definition, which includes people on the
ground (third parties) –
“Airworthiness is the ability of an aircraft or other airborne equipment or system to be

operated in flight and on the ground without significant hazard to aircrew, ground crew,
passengers or to third parties; it is a technical attribute of materiel throughout its
lifecycle.” (Ref: MAA 02 Glossary)
Before an aircraft (hardware) can fly in the UK or any other part of the world, it must
NORMALLY have a Certificate of Airworthiness issued or rendered valid under the laws of
the country in which the aircraft is registered.
This certificate effectively states that the aircraft is safe to fly for the purposes stated on the
certificate in accordance with Section 9 of the Air Navigation Order, provided it is maintained
in accordance with the applicable regulations and standards.
Those aircraft designated as EASA aircraft have their Certificates of Airworthiness (C of A)

issued by the Agency through the relevant member state NAA by the use of an EASA Form
25.
Whichever authority issues the Certificate of Airworthiness, the regulatory body will need to
be satisfied that the aircraft is fit to fly, having regard to the following:
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The design, construction, workmanship and materials of the aircraft and of any equipment in
the aircraft (including, in particular, the engines) which it considers necessary for the
airworthiness of the aircraft
The results of flight trials and other such tests as it may require
Newly manufactured aircraft are delivered to customers having been built according to the
approved Type Design to gain the applicable Type Certificate. This certificate is issued in
respect of the defined build standard of the first aircraft of the specific type. Thereafter all
subsequent new aircraft of this type must meet the same build standard for the issue of an
individual aircraft Certificate of Airworthiness.
The initial Type Certificate is likely to be obtained in the State of Manufacture. stating the
airworthiness standard for the aircraft type, model, aircraft engine or aircraft propeller. A key
annex to any Type Certificate is a Type Certificate Data Sheet (TCDS)
The Type Certificate is valid throughout the life of a specific type and only varies in the event
of a major change e.g. installation of a freight door. It can also allow what are sometimes
referred to as “grandfather rights” to be applied for subsequent newer versions of the original
aircraft model. For example, Airbus first produced the A320 aircraft and then subsequently
added the A321, A319 and A318 to the same Type Certificate as they were deemed
sufficiently similar. A similar process was applied to some versions of the Boeing 737, whilst
noting that an Authority may invoke new standards for new derivatives e.g. Boeing 737NG.
The Regulation (EU) PART 21

The Regulation (EU) No. 748/2012 establishes the dispositions of application on the
airworthiness and environmental certification of aircraft and related products, components
and equipment, as well as the certification of design and production organizations.
Issue of type-certificates, restricted type-certificates, supplemental type-certificates
Issue of certificates of airworthiness, restricted certificates of airworthiness, permits to fly and

authorised release certificates; the issue of noise certificates;
Identification of products, parts and appliances;
Certification of design and production organisations;
Issue of airworthiness directives.
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It is divided into section A and B, each section also has advisory material (AMC & GM)
Section A covers requirements for applicants
Section B covers procedures for Competent Authorities (includes sample forms)
Each section is further divided into Subparts
Aircraft manufacturers intending to manufacture a new type must hold Part-21 approval. For
a Design Organisational Approval (DOA) refer to Section J of Part-21 For a Production
Organisational Approval (POA) refer to Section G of Part-21 Usually, manufacturers will also
hold other approvals, such as overhaul, test house, design, etc.
Part 21 is divided into the following
SECTION A — TECHNICAL REQUIREMENTS
SUBPART A — GENERAL PROVISIONS
SUBPART B — TYPE-CERTIFICATES AND RESTRICTED TYPECERTIFICATES
(SUBPART C — NOT APPLICABLE)
SUBPART D — CHANGES TO TYPE-CERTIFICATES AND RESTRICTED TYPE-

CERTIFICATES
SUBPART E — SUPPLEMENTAL TYPE-CERTIFICATES
SUBPART F — PRODUCTION WITHOUT PRODUCTION ORGANISATION APPROVAL
SUBPART G — PRODUCTION ORGANISATION APPROVAL
SUBPART H — CERTIFICATES OF AIRWORTHINESS AN RESTRICTED CERTIFICATES

OF AIRWORTHINESS
SUBPART I — NOISE CERTIFICATES
SUBPART J — DESIGN ORGANISATION APPROVAL
SUBPART K — PARTS AND APPLIANCES
(SUBPART L — NOT APPLICABLE)

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SUBPART M — REPAIRS
(SUBPART N — NOT APPLICABLE)
SUBPART O — EUROPEAN TECHNICAL STANDARD ORDER AUTHORISATIONS
SUBPART P — PERMIT TO FLY
SUBPART Q — IDENTIFICATION OF PRODUCTS, PARTS ANDAPPLIANCES
SECTION B — PROCEDURES FOR COMPETENT AUTHORITIES
Section A – Technical Requirements
For Applicants and Acquired Rights and Obligations
This section establishes the general provisions governing the rights and obligations of the
applicant for, and holder of, any certificate issued or to be issued in accordance with this
section. This includes the subparts as mentioned above.
• Type Certificates
• Restricted Type Certificates
• Supplementary Type Certificates
• Airworthiness Certificates
• Restricted Airworthiness Certificates
• Permits to Fly
• Noise Certificates
It also covers approvals for:
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• Production
• Design
• Parts and Appliances
Sub Part A – General Provisions
This sub part contains information dealing with:
Failures, malfunctions and defects. Requires certificate holders to
report to EASA any failure, malfunction, defect or other occurrence of which he/she is aware,
the result of which may cause an unsafe condition, within 72 hours of identification of the
occurrence using the Reportable Occurrence Procedure.
Airworthiness Directives (See Part 39 and CAP747). A document issued by EASA which
mandates actions to be performed on an aircraft to restore it to an acceptable level of safety,
when evidence shows that the safety level of this aircraft may otherwise be compromised.
Co-ordination between design and production organisations.
Sub Part B Type Certificate
Establishes procedures for issuing type certificates for products and restricted type
certificates for aircraft and establishes the rights and obligations of applicants for, and
holders of, such certificates.
NB: These certificates are issued by EASA only.
Any organisation making such applications must hold a Design Organisation Approval (Sub
Part J).
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Issue of Type Certificate
The applicant must satisfy EASA in relation to:
• Capability of flight testing, inspection and tests.

• Issue of Type Design.
• Type certification on engine/s and propeller/s fitted to the aircraft.
• Meeting the noise certificate requirements.
Issue of Restricted type Certificate
If all the requirements above cannot be met, EASA may issue a Restricted Type Certificate.
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Sub Part D – Changes to Type Certificates (There is no Sub Part C)
Establishes the procedure for the approval of changes (modifications) to type designs and
Type Certificates and establishes the rights and obligations of applicants for, and holders of,
those approvals. It classifies changes as Minor or Major:
A Minor Change has no appreciable effect on:
• The mass of the aircraft.

• The balance of the aircraft.
• The structural strength of the airframe and attachments.
• The reliability of systems.
• Operational characteristics.
• Noise levels.
• Fuel venting.
• Exhaust emissions.
• Other characteristics affecting airworthiness.
These changes shall be classified by either EASA or an appropriately approved design

organisation as agreed by EASA.
Any person may apply for approval of a Minor Change and Major Changes are all those not
defined as Minor.
Only Type Certificate holders may apply under this Sub Part. All others must apply in
accordance with Sub Part E.
Applicants must:
• Submit substantiating data and descriptive data for inspection.

• Show that the changed product complies with appropriate
• certification requirements and environmental protection requirements (noise etc).
• Declare compliance with the above.
• Show compliance with Sub Part Q. Identifications of Products, Parts and * Appliances.
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Sub Part E Supplemental Type Certificate
Establishes procedures for the approval of Major Changes to type design under
Supplemental type Certificate procedures and establishes the rights and obligations for, and
holders of, such certificates. Such applicants must have design organisation approval iaw (in
accordance with) Sub Part J.
Application procedure is as decided by EASA and issue will be by them.
Each holder shall undertake the obligations as defined including marking and identification of
parts (Sub Part Q).
All appropriate manuals shall be produced and maintained by the holder and copies supplied
to EASA on demand
Sub Part F Production without Production Organisation Approval
Establishes procedure for demonstrating the conformity with applicable design data of a product,
part, appliance that is intended to be manufactured without production approval under Sub Part G.
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Sub Part F Production without Production Organisation Approval
Establishes procedure for demonstrating the conformity with applicable design data
of a product, part, appliance that is intended to be manufactured without production
approval under Sub Part G.
Sub Part G Production Organisation Approval
Establishes the procedure for issue of a Production Organisation Approval for a

production organisation showing conformity of products, parts and appliances with
applicable design data, and the rights and obligations of applicants for, and holders of,
such approvals.
Sub Part H Airworthiness Certificate (See also later paragraphs) Establishes the procedure
for issuing Airworthiness Certificates.
Certificates of Airworthiness (C of A) (EASA Form 25)
Issued to aircraft which conform to a Type Certificate issued iaw Part 21. There are no
categories of C of As.
Restricted C of A (RC of A) (EASA Form 24)
Issued to aircraft which conform to a Restricted Type Certificate issued iaw Part 21 or
which have been shown to EASA to comply with specific certification specifications
ensuring adequate safety.
Permits to Fly (EASA Form 20)
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Issued to aircraft which do not meet, or have not been shown to meet, applicable
certification conditions, but are capable of safe flight under certain defined conditions.
Sub Part I Noise Certificates
This establishes the procedures to be followed for issuing of individual Noise Certificates.
The CAA shall issue a Noise Certificate after correct application by the person under
whose name the aircraft is registered. The application shall include the noise information
determined iaw applicable noise requirements (BCAR section N and EASA Part 36).
The Noise Certificate shall have unlimited duration subject to:
* Continued airworthiness management.
* Continued maintenance in accordance with Part M.
* The aircraft remaining on the same register.
* The Type or Restricted Type Certificate remaining valid and not being surrendered.
Sub Part J Design Organisation Approval
Establishes the procedure for the approval of design organisations and rules governing
the rights and obligations of applicants for, and holders of, such approvals. Holders of
approvals are eligible for:
Applying for Type Certificates and Supplemental Type Certificates. Approval as major
repair design organisations.
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Approval for minor changes or minor repair design.
Within the terms of approval granted organisations may:
* Classify changes to type design and repairs as ‘minor’ or ‘major’.
* Approve minor changes to type design and minor repairs.
* Issue information and instructions under the heading, ‘The technical content of
this document is approved under the authority of EASA’.
* Approve documentary changes to aircraft Flight Manuals.
* Approve the design of major repairs to products for which type or Supplementary
Type Certificates are held.
Sub Part K Parts & Appliances
Details the procedures relating to approval of parts and appliances and the
release of parts and appliances. Except for standard parts, no part or appliance shall be
released unless:
* Accompanied by EASA Form 1 certifying its airworthiness.
* Marked in accordance with Sub Part Q.
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Sub Part M Repairs
Establishes procedures for approval of repair design and the right and obligations of
applicants for, and holders of, these approvals.
The term ‘Repair’ is defined as ‘Elimination of damage and/or a restriction to an airworthy

condition following initial release to service by the manufacturer of any product, part or
appliance’.
Note. Elimination of damage by the replacement of parts or appliances without the

necessity for design activity shall be considered as a maintenance task and therefore
requires no approval under this Sub Part.
Repairs to ETSO articles (see below) must be treated as changes to ETSO design and must
be approved accordingly (see Sub Part O).
Sub Part O European Technical Standard Order (ETSO) Authorisation
Establishes the procedure for issuing ETSO authorisations and the rules governing the
rights and obligations of applicants for, and holders of, such authorisations.
ETSO covers any article or any part or appliance to be used on civil aircraft and is a
detailed airworthiness specification issued by EASA to ensure compliance with the
essential requirements of the Basic Regulation and is a minimum performance standard
for specified articles. Any part produced under an ETSO authorisation is an approved
article for the purpose of Sub Part K.
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Sub part P Permit to Fly
Subpart P of Part 21 deals with EASA Permits to Fly, which lays down the requirements
associated with the issue of an EASA Permit to Fly, and defines the responsibilities of the
various involved parties, including EASA, the National Aviation Authorities, approved
organisations and the owners/operators of aircraft.
Sub Part Q Identification of Products, Parts &
Appliances Products are identified by:
* Manufacturer’s name.
* Product designation (name).
* Manufacturer’s serial number.
* Any other information EASA finds appropriate.
Aircraft and engines shall have a fireproof plate etched or stamped, secured so that
it shall not be defaced or removed during normal service or lost or destroyed in an
accident.
TYPE CERTIFICATES / TYPE CERTIFICATION The process (Part 21 Sub Parts B,

D, E
The process for civil aircraft by which type certification is achieved comprises four
steps. These are outlined below,
1. Technical Overview and Certification Basis The product designer presents the project
to the primary certificating authority (PCA) - EASA in EU, FAA in USA - when it is
sufficiently mature. The certification team and the set of rules (Certification Basis) that
will apply for the certification of this specific product type are established. In principal
this agreed certification basis remains unchanged for a period of five years for an
aircraft, three years for an engine.
2. Certification Programme The PCA and the designer define and agree on the means
to demonstrate compliance of the product type with every requirement of the
Certification Basis. Also at this stage the level of regulatory involvement is proposed
and agreed.
3. Compliance demonstration The designer has to demonstrate compliance of the

aircraft with regulatory requirements: for all elements of the product e.g. the airframe,
systems, engines, flying qualities and performance. Compliance demonstration is done
by analysis combined with ground and flight testing. The PCA will perform a detailed
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examination of this compliance demonstration, by means of selected document

reviews and test witnessing.
4. Technical closure and Type Certificate issue When technically satisfied with the
compliance demonstration by the designer, the PCA closes the investigation and issues
a Type certificate. For European-designed aircraft, EASA delivers the primary
certification which is subsequently validated by other authorities for registration and
operation in their own countries,
Until a Type Certificate has been awarded no aircraft of that type can be awarded a
C of A, and engines, APUs and propellers with equivalent certification. The process,
controlled by EASA, is undertaken by the design/construction organisation
concerned, approved by EASA. For example, Airbus International Industries, which
has design authority awarded by EASA.
Testing involves structural and fatigue testing, systems proving etc on the ground
followed by flight-testing. The test flight aircraft are prototypes, eg flying to obtain a
Type Certificate. They must be registered by the NAA concerned. The aircraft fly
under a Permit to Fly issued by the appropriate NAA, and are cleared for flight by the
issue of a Flight Release Certificate (see Documents for Aircraft).
For example: In the case of the Airbus A380, 5 prototypes are being used, all with
Rolls Royce engines to complete the program. A sixth prototype with General
Electric engines proves that particular aircraft/engine combination.
The prototypes, having proved themselves, and being properly furnished, go into
airline service, probably as pre-production aircraft. Subsequent aircraft (Series
aircraft) may incorporate improvements (Changes) proved during prototype
testing.
During Type Testing the aircraft will be operated in accordance with its
Flight/Operations Manual, and maintained in accordance with its Maintenance
Schedule. These will be refined during the process, which, for large aircraft, will be
in excess of 2000 flying hours.
New aircraft off the production line (Series Aircraft) require one test flight under
a Permit to Fly to prove their flying characteristics.
When applying to EASA for a Type Certificate the approved

design/construction organisation (Part 21) must satisfy EASA in relation to:
* Type design – Design Certificate.

* Capability – results of flight-testing etc.
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* Type Certification of engines, APUs and propellers.

* Noise certification results.
* Availability of required manuals and schedules.
Supplementary Type Certificates

Aircraft, which differ in a major way affecting Type Certification, need to be
tested as appropriate, for a Supplementary Type Certificate (issued by EASA).
Note. Under previous CAA regulations such test flights were undertaken under
‘A’ and ‘B’ conditions. These no longer apply.
Schedules and Reports
For each flight/series of test flights, flight test schedules and reports must
be available.
Type Certification of Engines
These are initially tested in an engine test cell, then on a test aircraft modified for
that purpose. Final testing takes place on the Prototype aircraft, which certificates
that engine in that installation, since that engine type may be used on several
aircraft types. Engines are tested to conform to Certification Standard CS E.
APUs are treated similarly and the standard CS APU applies.
Type Certification of Propellers
These are initially tested in propeller test cells and then on special aircraft and
finally with its engine, as a combination, on the prototype aircraft. Propellers are
tested to conform to CS P.
Modifications and Airworthiness Directives (CAP 747)
Since these may affect the type design, they need to be checked by the
design/constructor organisation and the NAA appropriate to that country. Final
approval is given by EASA, after application through, in UK, the CAA.
The modification may cause an amendment to the Flight Manual.
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Approval of Parts, Components etc.
Controlled equipment. These are items, which by themselves, or the installation of

which, will have a direct effect on the airworthiness of the aircraft. The component
type must be thoroughly tested and certificated by a Declaration of Design and
Performance (DDP) before it can be fitted to an aircraft, engine etc.
Uncontrolled equipment. These are items which by themselves, or when installed,

will not effect airworthiness (eg some in-flight entertainment systems). Individual
approval is not required, but they will be tested during Type Testing of aircraft,
engines or propellers.
The aircraft constructor provides a list of all such items for EASA and certifies that
no item shall form a danger to the aircraft.
Type Certification of Existing Products
For existing products, a number of NAAs are nominated by EASA to look

after existing, specific aircraft types and all certification related activities.
These are known an ‘Lead Authorities’ which are required to assess manufacturers’
service information and in-service experience and act as a conduit between the
EASA, the state of design and the manufacturers. The Lead Authority will, when it
considers necessary, propose to EASA, new Airworthiness Directives (Ads) if it
considers that the airworthiness controls are inadequate for the European Fleet.
It follows that Ads are also controlled by EASA. (See Part 1 and CAP747).
CHANGES IN DESIGN – MODIFICATIONS (Part 21 Sub Part D)
Modifications/changes in type design are classified as minor or major. Minor

Changes are classed as having no appreciable affect on:
* Mass and balance.

* Structural strength.
* Reliability.
* Operational characteristics.
* Noise.
* Fuel venting.
* Exhaust emissions.
* Other characteristics affecting airworthiness.
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Major changes are those that do not come within the definition of Minor Changes.
Any person may apply a Minor change but classification and approval is by EASA or
an appropriately approved design organisation under the procedure agreed by
EASA. Approval is granted only when it is shown that the changed product still
meets the CS standard.
Only a type certificate holder may apply for a Major change and all applicable
information is submitted to EASA, together with certifications and declarations
that Certification Specifications have been met.
Records
All relevant design information, drawings, test results, inspection records etc shall
be held by Type Certificate holder on behalf of EASA.
Application Procedures
For a Minor Change the following procedure applies:
* The applicant and the CAA have to agree that it is a Minor change.
* The application is on the firm’s own paperwork and includes details of
the change including drawings and the appropriate fee etc.
* After CAA assessment and when satisfied that all the
parameters have been met the CAA submits a Technical
Visa to EASA.
* EASA issues an approval to the CAA who retain them.
* CAA notify to the applicant approving the change.
* The Change is embodied and a CRS issued.
For a Major change the following procedure applies:
* The applicant and the CAA have to agree that it is a Major change.
* The applicant applies to the CAA and includes the fee.
* After CAA assessment and when satisfied that all the
parameters have been met the CAA submits a Technical
Visa to EASA.
* EASA issues an approval by issuing a Supplementary Type Certificate (STC).
* The change is embodied and a CRS issued.
EASA Part 66
Certification Specifications. (CS)

Certification requirements for civil [commercial] aircraft are derived from ICAO Annex 8
Airworthiness of Aircraft [ICAO, 2016] and the ICAO Airworthiness Manual, Part V State of
Design and State of Manufacture [ICAO, 2014]. Each ICAO contracting state then
establishes its own legal framework to implement the internationally agreed standards
and recommended practices.
Procedures for certification of aeronautical products (aircraft, engines and propellers) are
published in each state. In the EU, these are contained in EC Regulation 748/2012 Annex I
- Part 21 [EC, 2012],
Such approvals are a necessary pre-requisite to obtaining product certification. The main
technical codes to be followed for the design of products for certification are set out
below as a list of certification specifications for Europe (EASA).
CS-22 Sailplanes and Powered Sailplanes
CS-23 Normal, Utility, Aerobatic and Commuter Aeroplanes
CS-25 Large Aeroplanes
CS-27 Small Rotorcraft
CS-29 Large Rotorcraft
CS-E Engines
CS-P Propellers
Certificate of Airworthiness C of A
The Certificate of Airworthiness (C of A) or Airworthiness Certificate is the formal

document issued by the National Aviation Authority (NAA) to certify that an aircraft is
airworthy. Every individual aircraft has to gain its own C of A which is achieved when it
can be shown to conform to the certificated Type Design and is in a condition for safe
operation. As a general rule civil aircraft are not allowed to fly unless they have a valid C
of A.
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In the EU, member states must use non-expiring C of A (EASA Form 25), as described in
EASA Part 21 Subpart H. This non-expiring C of A is validated by issuing of Airworthiness
Review Certificate (ARC), EASA Form 15a. The work to perform this review is carried out
by the relevant Continuing Airworthiness Management Organization (CAMO) working on
behalf of the operator.
EASA will issue a C of A in principally two categories (Full C of A or restricted) to any

aircraft on the UK (member state) register but it must ensure that:
• The aircraft is type approved, either a restricted or full certificate.

• Consideration is given to any previous certification history and any previous C of
A’s issued and by whom.
• Airworthiness considerations, such as mandatory modification, must be complied
with.
• The approval of Flight Manual.
• The aircraft has valid Noise certification.
• The aircraft has a valid Radio licence (including radio installation) approval.
Restricted C of A
Issued to aircraft which conform to a Restricted Type Certificate, or which have been
shown to EASA to comply with specific certification specifications ensuring adequate
safety. A restricted certificate is valid for the same period as the normal certificate, but
the limitations of flight and use will be stated upon it.
Permit to Fly
There are exceptions to the requirement for a C of A in the UK, the following do not
require a C of A provided their flights begin and end in the UK:
• Gliders
• Balloons
• Kites
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• Aircraft flying under A or B conditions (for non-EASA aircraft)

• Aircraft flying under a permit to fly
A permit to fly may be issued to aircraft that do not meet the International Civil Aviation
Organisation (ICAO) certification standards required for the issue of a Certificate of
Airworthiness (C of A) subject to satisfying certain requirements.
A permit to fly will not be issued to an aircraft that is eligible for the issue of a C of A, but
may be issued in the event of a C of A becoming temporarily invalid.
A National permit to fly is granted, in accordance with BCAR A3-7. Aircraft in this category
are generally ex-military, amateur built, microlight, gyroplanes or without a valid Type
Certificate.
CAP 733 - "Permit to Fly Aircraft" is a comprehensive source of information regarding

Permits to Fly
Subpart P of Part 21 deals with EASA Permits to Fly, which lays down the requirements
associated with the issue of an EASA Permit to Fly, and defines the responsibilities of the
various involved parties, including EASA, the National Aviation Authorities, approved
organisations and the owners/operators of aircraft.
Part 21, Subpart P allows for the issue of an EASA Permit to Fly to an EASA aircraft for
particular purposes.
Permanent permits to fly
An EASA permanent permit to fly may be issued for non-commercial flying activity on
individual, non complex aircraft types for which a Certificate of Airworthiness or
Restricted Certificate of Airworthiness is not appropriate.
The CAA may issue a National permit to fly in accordance with BCAR A3-7, only to aircraft
that are not eligible for a National Certificate of Airworthiness.
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Temporary permits to fly
An EASA temporary permit to fly is issued when an aircraft is temporarily unable to

comply with the regulations set for the issue of a Certificate of Airworthiness but is still
capable of safe flight under defined conditions. They may also be issued to an EASA
aircraft that usually holds a EASA permanent permit to fly, but this has expired and the
aircraft requires either a check flight or a positioning flight.
A temporary National permit to fly is issued to a national aircraft type to allow the aircraft
to complete a check flight or positioning flight (when ‘A Conditions’ are not applicable).
The standard permit to fly issued by the CAA includes a condition prohibiting flight over
the congested area of a city, town or settlement. The CAA has, after careful consideration
of the levels of safety achieved for certain categories of permit aircraft, decided that this
condition should be withdrawn for aeroplanes in certain categories
A & B Conditions Non-EASA Aircraft
A Condition
An aircraft that does not have a Certificate of Airworthiness issued or rendered valid
under the law of the United Kingdom shall fly under ‘A’ Condition only for the purpose of
enabling it to:
a) Qualify for the issue or renewal of a Certificate of Airworthiness or the validation for
renewal or to carry out a functional check of a previously approved modification
b) Proceed to or from a place at which any inspection, repair, modification, maintenance,

approval, testing, weighing, or the installation of equipment in aircraft is to take place for
a purpose referred to in paragraph (a)
EASA Part 66
c) Proceed to or from a place at which the aircraft is to be or has been stored.
B Conditions
Flight under ‘B’ Conditions may only be undertaken by ‘Approved Organisations’ in:
a) Experimenting with or testing the aircraft, including installed engines or any equipment
installed or carried in the aircraft.
b) Enabling it to qualify for the issue or validation of a certificate of airworthiness or the

approval of a modification of the aircraft or the issue of a permit to fly.
c) Demonstrating and displaying the aircraft, any engines installed thereon or any
equipment installed or carried in the aircraft with a view to its sale or of other similar
aircraft, engines or equipment.
d) Demonstrating and displaying the aircraft to employees of the operator.
e) The giving of flying training to or the testing of flight crew employed by the operator or
the training or testing of other persons employed by the operator and who are carried or
are intended to be carried.
Further information on ‘A’ & ‘B’ conditions can be found in CAP 553 Chapter A38 & A3-9
and CAP 363 Schedule 3
Registration of Aircraft
All aircraft must be registered before they can fly in the UK. They must also have their
allotted registration letters displayed on the airframe in accordance with Article 5 and
Part ‘B’ Schedule 2 of the ANO.
EASA Part 66
The legal requirements in respect of aircraft registration in the UK are set out in Article 4
of the ANO.
Application for registration in the UK must be made to the CAA on a form CA1.
They will, subject to acceptance of the application, issue a Certificate of Registration (C of

R). This certificate is valid until there is a change of ownership of the aircraft or until the
aircraft is destroyed or permanently withdrawn from service.
An official list of aircraft registered in the UK is kept by the CAA. There is also an
international aircraft register.
An aircraft, other than one permitted to fly without being registered, must not fly in UK
airspace, unless it bears the nationality and registration marks as required by the laws of
the country of registry.
The national mark of UK registered aircraft is the capital letter ‘G’ followed by a group of
four letters.
There is an alternative to this system. It is normally used by aircraft manufacturers to

permit flight testing and delivery of aircraft that will eventually be registered in a foreign
country.
The registrations are not permanent and they take the form of a capital ‘G’ followed by
two sets of numbers. The first being allocated to the manufacturer and the second
representing the aircraft itself.
For the UK, Part I of the ANO details this and the requirements for displaying these
markings. For an aircraft to be entered onto the UK register the CAA must be confident
that:
• It is not registered elsewhere in the world

• It is the best place to register it
• No unqualified person hold interest in the aircraft
EASA Part 66
Noise Certificate
Noise has historically been the principal environmental issue for aviation. It remains high
on the agenda of public concern. Noise disturbance can have significant adverse effects
on people living close to an airport, including: interference with communication, sleep
disturbance, annoyance responses, learning acquisition, performance effects and
cardiovascular and psycho-physiological effects
All commercial aircraft must meet the International Civil Aviation Organisation (ICAO)
noise certification standards, which are detailed in ICAO Annex 16: Environmental
Protection, Volume 1 - Aircraft Noise. These apply to aircraft designs and types when they
are first approved for operational use, and they have been progressively tightened since
the initial ICAO standard was adopted
Such noise regulations have been formalised by the European legislations in CS-36 . This is
applicable to all new built aircraft in Europe and new built foreign aircraft that fly into
European airports. It is a fairly universal standard, applied across the world, with only a
few exceptions. Noise certification is carried out during the type certification process and
it is the CS-36 in force at the time of application for this process that is applicable to the
type. This is quite important, as the restrictions on noise have got, and probably will
continue to get, progressively tighter. A particular type of aircraft has only to meet the
noise requirement that was applicable at the time of type certification application.
As far as aircraft noise is concerned there must be a section in the flight manual that gives
details of the noise certification of the aircraft and how such supporting data was derived.
It should include:
• Details of the aircraft serial number and type

• A statement relating to the noise certification of the aircraft and any additional
modifications that have affected the noise certification.
EASA Part 66
• The maximum mass at which the compliance has been demonstrated , and details
of the average noise and from what reference points these were achieved.
Noise measurements must be taken from various points and locations and CS36
prescribes this data, through reference to standard ICAO publications
There are three measurements to be taken:
• Approach Measurement point is taken in line with the runway, 2km from the
threshold. It is a measurement of the aircraft’s noise footprint as it passes
overhead on the approach to landing.
• Takeoff measurement point is taken from the extended centreline on the opposite
end of the runway this time. It is 6.5km from the end of the runway and is used to
measure the noise of the aircraft as it passes overhead, after a take-off or ‘go
around’
• The Lateral Reference Point is the final measurement taken and is perhaps the
hardest to define. It is a measurement taken 450m from the runway either side of
the aircraft. It is taken at whatever point down the runway that the aircraft makes
the most noise.
Weight Schedule
All operators must produce a Weight & Balance Schedule.
This document will include all the information that may be used to prepare a load sheet
for each flight - as required in EU-OPS subpart J.
The schedule will include details of the basic weight of the aircraft and also weights of all
the items that may be added to the aircraft for specific flights.
It will also detail the position of the datum from which moments are calculated and the
moment arms for each item that may be added. The schedule is unique for a particular
aircraft.
EASA Part 66
EU-OPS 1.605 requirements
1. An operator shall ensure that during any phase of operation, the loading, mass and
centre of gravity of the aircraft complies with the limitations specified in the approved
Aeroplane Flight Manual, or the Operations Manual if more restrictive.
2. An operator must establish the mass and centre of gravity of any aircraft by actual
weighing prior to entry into service and thereafter at intervals of 4 years, if individual
aircraft masses are used and 9 years if fleet masses are used.
The accumulated effects of modifications and repairs on the mass and balance must be
accounted for and properly documented. Furthermore, aircraft must be reweighed if the
effect of modifications on the mass and balance is not accurately known.
3. An operator must determine the mass of all operating items and crew members
include in the aircraft dry operating3 mass by using standard masses. The influence of
their position on the aircraft centre of gravity must be determined.
4. An operator must establish the mass of the traffic load4, including any ballast, by actual
weighing or determine the mass of the traffic load in accordance with standard passenger
and baggage masses.
5. An operator must determine the mass of the fuel load by using the actual density or, if
not known, the density calculated in accordance with a method specified in the
Operations Manual. This specifies that an operator shall establish mass and balance
documentation prior to each flight, specifying the load and distribution.
EASA Part 66
The mass and balance documentation must enable the commander to determine that the
load and it’s distribution is such that the balance limits of the aircraft are not exceeded.
The person preparing the mass and balance documentation must be named on the
document for traceability purposes. The person supervising the loading of the aircraft
must sign the documentation to confirm that the load and distribution are in accordance
with the mass and balance documentation.
This document must be acceptable to the commander, his acceptance being indicated by
countersignature or equivalent.
Radio Licence
The CAA is no longer responsible for radio licensing and application are made to Ofcom
(Office of Communications) within the UK.
The Aircraft Radio Licence covers all the radio equipment on board a single aircraft, which
the licence identifies. The licence fee is determined by the maximum take-off weight of
the aircraft. Short-term aircraft licences are available for temporary use of aircraft, for
example for the delivery of an aircraft.
Grant Of Approval
This will be based on a survey followed by ground and flight tests to prove satisfactory
functioning.
Operation Of Installation
The radio installation shall not be operated, whether the aircraft is in flight or not, except
in accordance with the conditions of the licence issued under the laws of the country in
which the aircraft is registered and only by a person duly licensed or otherwise permitted
to operate the station under law.
EASA Part 66
Change Of Ownership
A change of aircraft ownership invalidates the radio installation licence. The new owner
must apply for a new licence.
Validity of licence
Licence is valid for 12 months and is only valid for the aircraft to which it is granted.
Renewal can be applied for 2-months in advance of expiry.
EASA Part 66
EASA Part 66

10.5 Certification of aircraft, parts and appliances

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USW Aircraft Maintenance Licence Training

Aircraft Maintenance Engineering

The Regulation (EU) PART 21 8

Part 21 Sections & Subparts 9

TYPE CERTIFICATES / TYPE CERTIFICATION The process 19

Supplementary Type Certificates 21

CHANGES IN DESIGN – MODIFICATIONS 21

Certification Specifications. (CS) 24

10.5 Certification of aircraft, parts and appliances

“Airworthiness is the ability of an aircraft or other airborne equipment or system to be

Those aircraft designated as EASA aircraft have their Certificates of Airworthiness (C of A)

The Regulation (EU) PART 21

Issue of type-certificates, restricted type-certificates, supplemental type-certificates

Issue of certificates of airworthiness, restricted certificates of airworthiness, permits to fly and

Identification of products, parts and appliances;

Certification of design and production organisations;

Issue of airworthiness directives.

Section A covers requirements for applicants

Section B covers procedures for Competent Authorities (includes sample forms)

Each section is further divided into Subparts

Part 21 is divided into the following

SECTION A — TECHNICAL REQUIREMENTS

SUBPART A — GENERAL PROVISIONS

SUBPART B — TYPE-CERTIFICATES AND RESTRICTED TYPECERTIFICATES

(SUBPART C — NOT APPLICABLE)

SUBPART D — CHANGES TO TYPE-CERTIFICATES AND RESTRICTED TYPE-

SUBPART E — SUPPLEMENTAL TYPE-CERTIFICATES

SUBPART F — PRODUCTION WITHOUT PRODUCTION ORGANISATION APPROVAL

SUBPART G — PRODUCTION ORGANISATION APPROVAL

SUBPART H — CERTIFICATES OF AIRWORTHINESS AN RESTRICTED CERTIFICATES

SUBPART I — NOISE CERTIFICATES

SUBPART J — DESIGN ORGANISATION APPROVAL

SUBPART K — PARTS AND APPLIANCES

(SUBPART L — NOT APPLICABLE)

(SUBPART N — NOT APPLICABLE)

SUBPART O — EUROPEAN TECHNICAL STANDARD ORDER AUTHORISATIONS

SUBPART P — PERMIT TO FLY

SUBPART Q — IDENTIFICATION OF PRODUCTS, PARTS ANDAPPLIANCES

SECTION B — PROCEDURES FOR COMPETENT AUTHORITIES

Section A – Technical Requirements

For Applicants and Acquired Rights and Obligations

It also covers approvals for:

Sub Part A – General Provisions

This sub part contains information dealing with:

Failures, malfunctions and defects. Requires certificate holders to

Co-ordination between design and production organisations.

Sub Part B Type Certificate

NB: These certificates are issued by EASA only.

Issue of Type Certificate

The applicant must satisfy EASA in relation to:

• Capability of flight testing, inspection and tests.

Issue of Restricted type Certificate

Sub Part D – Changes to Type Certificates (There is no Sub Part C)

A Minor Change has no appreciable effect on:

• The mass of the aircraft.

These changes shall be classified by either EASA or an appropriately approved design

• Submit substantiating data and descriptive data for inspection.

Sub Part E Supplemental Type Certificate

Application procedure is as decided by EASA and issue will be by them.

Sub Part F Production without Production Organisation Approval

Sub Part F Production without Production Organisation Approval

Sub Part G Production Organisation Approval

Establishes the procedure for issue of a Production Organisation Approval for a

Certificates of Airworthiness (C of A) (EASA Form 25)