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of occurrences, classified during type certification according to four levels
(in accordance with AMJ 25.1309): minor, major, critical and catastrophic. The
certification regulations associate an acceptable probability to each of these
levels.
Continuing airworthiness is in fact ensured both by the manufacturer and
the certification authority according to the division of tasks and principles
established in section A of Part 21:
1.17.6.4.1 Obligations of the manufacturer, holder of a type certificate
Article 21 A.3 of Part 21 stipulates that:
1) the holder of a type certificate must have a system in place for collecting,
examining and analysing the reports and information relative to failures,
malfunctions, faults or any other events that has or could have harmful effects
relative to maintaining the airworthiness of the product covered by the type
certificate.
2) the holder of a type certificate must report to EASA all failures, malfunctions,
defects or any other occurrences that it is aware of and that has led to or
could lead to conditions that might compromise safety (unsafe conditions).
These reports must reach EASA within 72 hours following identification of the
unsafe condition.
The following definition of “unsafe condition” is proposed in AMC 21 A 3b (b):
(a) An event may occur that would result in fatalities, usually with the loss of the
aircraft, or reduce the capability of the aircraft or the ability of the crew to cope
with adverse operating conditions to the extent that there would be:
A large reduction in safety margins or functional capabilities, or
Physical distress or excessive workload such that the flight crew cannot be
relied upon to perform their tasks accurately or completely, or
Serious or fatal injury to one or more occupants
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57
unless it is shown that the probability of such an event is within the limit defined
by the applicable airworthiness requirements, or
(b) There is an unacceptable risk of serious or fatal injury to persons other than
occupants, or
(c) Design features intended to minimise the effects of survivable accidents are
not performing their intended function.
The document states that certain occurrences of a repetitive nature may be
considered to be “unsafe conditions” if they are likely to lead to the consequences
described above in certain operational conditions.
Note: Guidance material to 21 A 3b (b) provides a methodology and some
examples to determine if an unsafe condition exists.
3) for any deficiency that may reveal a dangerous or catastrophic situation,
the manufacturer must look for the cause of the deficiency, report the results
of its investigations to EASA and inform it of any action that it undertakes or
proposes to undertake to remedy this deficiency.
1.17.6.4.2 Role of EASA
When EASA considers that an “unsafe condition” has existed or exists and could
occur on another aircraft, it can issue an Airworthiness Directive.
An Airworthiness Directive is a document that imposes actions that must
be taken on aircraft of the same type presenting certain common technical
characteristics to restore them to an acceptable level of safety. It is drawn up
jointly with the manufacturer.
1.17.6.4.3 Provisions put in place between Airbus and EASA
In September 2003, the responsibilities for continuing airworthiness were
transferred from DGAC to EASA.
The regulatory provisions described above are detailed in documents internal
to EASA and Airbus.
The procedures that apply to Airbus are described in an internal document
covering continuing airworthiness and approved by EASA. This document was
the subject of exchanges between DGAC and Airbus in 2002-2003 and was
then implemented after the transfer of continuing airworthiness to EASA.
The procedures that apply to EASA are described in an internal document
called “Continuing Airworthiness of Type Design Procedure”, referenced
C.P006-01.
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1.17.6.4.4 Working methods
1.17.6.4.4.1 Initial processing of events
Airbus receives from airline operators the events that have occurred in service.
An initial sort is performed to determine whether these events effectively
correspond to the criteria for notification by operators to manufacturers, as
laid down in the EASA AMC 20-8 document. These criteria are adapted to the
Airbus fleet and validated by EASA.
Events relating to airworthiness, called “occurrences”, are notified to the
manufacturer’s continuing airworthiness unit.
1.17.6.4.4.2 Analysis of the occurrences
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