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1) Affected areas of the modification generally cover the following:
i) Physical aspects. The physical aspects include, but are not limited to, structures, systems, equipment, components, and appliances (physical aspects can cover both “hardware” and “software”). When assessing the affected areas, it may be necessary to identify secondary changes resulting from the proposed product level change. Secondary changes may be changes in both physical aspects and/or performance characteristics that are part of, and consequential to, the overall product level change. An example of a secondary change may be the lengthening and re-routing of the various aeroplane cable or electrical circuits as a result of extending the fuselage length. The intent is to ensure that affected areas are not overlooked for purposes of determining a need for re-evaluation. Secondary changes, although considered an affected area, may be evaluated to the existing certification basis for the product being modified.
ii) Performance/functional characteristics. The less obvious aspect of the word “areas” covers general characteristics of the aeronautical product, such as performance features, handling qualities, emergency provisions, fire protection, structural integrity, aero elastic characteristics, or crashworthiness. These characteristics may be affected by a product level change. For example, extending the fuselage length significantly affects aircraft performance and handling qualities.
2) Not Affected areas of the modification can be generally described as any area, system, component, equipment, or appliance that is not affected by the proposed product level change. For a product level change, it is important that the effects of such change on other systems, components, equipment, or appliances of the product are properly assessed because areas that have not been changed may be affected.
f) Determining if the latest standard contributes materially to the level of safety AND is practical.
1) This step is an assessment process repeated as many times as there are affected areas. Typically, there are modifications that can achieve a positive safety benefit that are resource effective. Conversely, there are modifications that may achieve a small safety benefit at the expense of a large amount of resources to implement. The focus of this step is to provide two assessment criteria that the ACD should use to arrive at the most appropriate amendment level of a design standard relative to the cost involved. This process is intended to be used along with good engineering judgment and a strong commitment to practicality. The applicant and ACD should strive to establish a certification basis that consists of either the latest design standards, or an amendment level higher than the existing certification basis. Although the ACD ultimately decides the certification basis, an appropriate amendment level (of a design standard) is where the applicant and ACD are both convinced that the safety benefits justify the resources involved.
2) Usually, it is determined that the latest standard contributes materially to the level of safety and is practical, considering the premise that the latest design standards offer the highest levels of safety. The process is generic but very subjective, and differs only in the technical details and design standards being assessed for the affected area (for example, modifications to the passenger cabin will require an assessment of the various cabin safety requirements that apply, and the different amendment levels of those standards). In order for an applicant to demonstrate compliance with design standards other than the latest (existing certification basis or later amendment levels), the ACD should be convinced that the latest standard does not contribute materially to the level of safety and is practical. The qualifiers for the two criteria are provided below.
i) Not contributing materially to the level of safety. Compliance with the latest design standards could be considered to not contribute materially to the level of safety if the proposed design and relevant service experience can demonstrate that a level of safety comparable to that provided by the latest design standards can be achieved, or if compliance may compromise the existing level of safety for that particular modified product. The applicant should provide sufficient justification to allow the ACD to make this determination. Some of the factors that can be assessed for this purpose are:
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适航手册 AIRWORTHINESS MANUAL(100)
