Technical airworthiness

Health and Safety legislation has a direct effect on the responsibility, authority, accountability and liability towards the safety management approach of any operator. It explicitly requires the operator to assess and manage the risk (which includes technical airworthiness risk) during the lifetime of the product/facility. This proactive approach is the backbone of current harmonised European Safety, Health and Enviromnental Standards and Regulations the term reasonably practicable enshrined in this act is interpreted as a balance between risk and cost. 

From a technical airworthiness perspective, a number of factors and inherent... 

Technical airworthiness A concept, the application of which defines the condition of an aircraft, and supplies the basis for judgement of the suitability for flight of that aircraft in that it has been designed, constructed, operated and maintained to approved standards by competent individuals, who are acting as members of an authorised organisation and whose work is both certified as correct and accepted on behalf of the regulatory authority. 

C-05-005-001/AG-001, Technical Airworthiness Manual, Canada National Defence, 2003-02-13. CAP 549, Master Minimum Equipment Lists (MMEL) and Minimum Equipment Lists (MEL), (at www.caa.co.uk. Publications, Design and Production). 

Nurcombe, C. (2005) Airbus cabin air quality-still the best Airbus Technical Magazine FAST-Flight, Airworthiness, Support, Technology 37, pp. 7-10. 

Cawley, N. R., Harlow, D. G., and Wei, R. P., Probability and Statistics Modeling of Constituent Particles and Corrosion Pits as a Basis for Multiple-Site Damage Analysis, FAA-NASA Symposium on Continued Airworthiness of Aircraft Structures, DOT/FAA/AR-97/2, II, National Technical Information Service, Springfield, VA (1997), 531-542. 

What is needed is smooth handover from the Initial Airworthiness Phase to the Continuing Airworthiness Phase, with the ability to accomplish some of the outcomes listed in Section 11.1.3. Certifying staff always need to remember that airworthiness is the delivery of the technical aspects of a societal expectation for safety, not the delivery of safety in itself. 

Technical Standard Orders A detailed airworthiness specification issued by the authorities (e.g. FAA or EAS A) to ensure compliance with TSO requirements as a minimum performance standard for specified articles. 

The main cmseAircraft technical dependability has been reorganised and reduced to two RIFs in order to achieve a clearer distinction between the manufacturing and the continuous airworthiness of helicopters. 

Anomalies are different types of events that could disrupt the transport of data in the form of lost information. The consequences of adverse events are reducing the number of services (e.g. telecommunications sector), financial loss (e.g. the banking, finance and insurance), human health or life (such as medical services, the transport sector ground, sea and air, uniformed services). Now, the growing importance of continuous—time identification of the state of airworthiness (technical and functional) of man and machine. Safety systems have a tendency to fail, which becomes the subject of a detailed analysis and examination procedure to eliminate such danger in the future. In most situations the direct cause of failure may be damage to the system, its exposure to unexpected load, or fault of the employee (Butlewski. Slawihska 2014). 

Taking into account the conclusions of the analysis of literature study area (reliability system) was assumed to have not been shown explicitly complex mathematical relationships that could be used to estimate the state of airworthiness man-machine system. There are grounds to conclude that the commonly used commercial solutions and research and implementation for many years used a piecemeal approach to achieve and maintain the declared level of airworthiness technical object (the system and its component) for continuoustime ability to implement services. The attention is focused on the analysis and synthesis of selected aspects of the research problem. Not defining numerical indicators and not taking into account technical and functional capabilities CTS and the effects of the conditions and environmental exposures and human origin. In addition, notes the lack of a clearly definite influence are methods of access to the system, data transport mechanisms and guarantee the level characteristics (i.e., reliability, safety, quality, efficiency, etc.) are important from the point of view of the system and the user who is the recipient of its products. This type of approach, particularly in the structures of the system, is focused on one or a few acquaint criteria. 

The components of this method may constitute a separate method to identify the impact of individual factors (ownership, i.e. technical, operator or exposure) environmental airworthiness status of the system or its component. 

Most civilian airworthiness authorities have thus determined that an acceptable aircraft accident rate attributable to technical cause factors for large commercial transport aircraft is of the order of 1 per 10 million hours, provided the probability of occurrence does not vary from flight to flight. ... 

This leads to an accident probability of 0.0000001 (10 ) per hour for technical cause factors. Therefore, for transport category aircraft, most civil airworthiness authorities require that aircraft systems and associated components (considered separately and in relation to other systems) be designed in a manner such that the occurrence of any failure condition which would prevent the continued safe flight and landing of the aircraft should virtually never occur in the life of an aircraft type. 

Military airworthiness authorities have generally not established acceptable levels of safety for technical failures. However, a higher risk level is generally considered acceptable for military aviation and a factor of 10 is often used when comparing acceptable accident rates for equivalent military and civilian aircraft types. Therefore, a probability of occurrence in the order of 10 per hour for a catastrophic severity effect for individual systems on a military transport category aircraft type (equivalent to a civil aircraft type) is often considered reasonable and achievable. See Appendix B for more information. 

The cumulative probability of loss of an aircraft due to technical fault, and the cumulative probability of the aircraft (inclusive of its systems, structures and stores) which could result in the death of any air crew or passengers, has been assessed to be of the order of one in a million per flying hour (probability of occurrence 1x10 per flying hour) when operated within the conditions used for the airworthiness demonstration. 

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