Question: Define the term “airworthy” and how do you maintain the

airworthiness of the aircraft?

Airworthiness is defined as: “The ability of an aircraft or other airborne equipment

or system to operate without significant hazard to aircrew, ground crew, passengers or
to the general public over which such airborne systems are flown. Airworthiness may
also be defined as the fitness of an aircraft for flight in all the environments and
circumstances for which it has been designed to be exposed. “

An airworthy aeroplane is one which is fit to fly and safe all the time during its
operation.

Two conditions must be met before an aircraft can be considered “airworthy”: The
first condition is the aircraft must conform to its type certificate (TC); that is, when the
aircraft configuration and the components installed are consistent with the drawing,
specifications, and other data that are part of the TC, and include any supplemental TC
and field-approved alterations incorporated into the aircraft. The other condition is the
aircraft must be in condition for safe operation; this refers to the condition of the aircraft
relative to wear and deterioration.

The connection between this condition of airworthiness and flight safety is an

obvious but complex. When the airworthiness of an aircraft is compromised by an error
in design, production or maintenance, the prospects of an accident outcome should be
almost eliminated by the existence and application of a comprehensive and effective
range of Regulatory processes which have been developed for that purpose. However,
this is not always the case and the desired condition of continued airworthiness for
operating aircraft is therefore not always achieved. A deficiency in the airworthiness of
an aircraft is a significant cause of loss of control accidents both directly and indirectly.

In order to maintain the airworthiness of an aircraft, there are few technical

requirements need to be followed by the owners of aircraft, aeronautical products, parts
and appliances.

Most important thing in ensuring the airworthiness of an aircraft is to know who

carry the responsibility in continuing the airworthiness for that aircraft. Based on the
Part M – Section A – Subpart B, the owner is responsible for the continuing airworthiness
of an aircraft. If the aircraft is leased, the responsibilities are transferred to the lessee.

There are responsibilities for the owner or the lessee to ensure. They need to
make sure that the aircraft stays in airworthy condition. They also need to ensure that
the aircraft is correctly fitted with operational and emergency equipment and if it is
unserviceable, it must be clearly identified. The aircraft airworthiness certificate must
remain valid all the time. Lastly, the maintenance of the aircraft must be done in
accordance with the approved maintenance programme. For the maintenance on the
aircraft, any person or organization which perform the job shall responsible for the task
they are performed. Before the aircraft can fly, the pilot who in charge for the aircraft or
another qualified person must do the pre-flight inspection to make sure the aircraft in
satisfactory condition.

Even though the aircraft is maintained to be airworthy all the time, there are
always possibilities of an accident may happens. For in case of any identified condition of
an aircraft or component that hazards seriously the flight safety must be reported. Any
person or organization which responsible under the M.A.201 shall report the condition to
the State of Registry (National Aviation Authority [NAA] for example), the organization
responsible to the type design or the supplemental type design (the type certificate or
supplemental type certificate holder, eg: Boeing, Airbus) and the Member State of
Operator. The report must be sending immediately or within 72 hours for measure action
can be taken instantly.

Right now, the aircraft can be considered as airworthy to fly. The next step is to
make sure that the aircraft stays airworthy. To make sure the aircraft stays airworthy, a
list of tasks has been introduced. The first task is the accomplishment of pre-flight
inspections. Rectification of any defect and damage affecting the safety of operation
must be taken into account (MEL for C.A.T). The accomplishment of all maintenance
tasks must be in accordance with the approved aircraft maintenance programme.
Modifications and repairs are in according with the approved data. For non-mandatory
modifications and/or inspections and for all large aircraft or commercial air transport the
establishment of an embodiment policy. Lastly, a maintenance check flights are done
when necessary.

To maintain the airworthiness of the aircraft, the maintenance programme also

plays a big role. There are several regulation must be met by the maintenance
programme. Every aircraft must be maintained in according with a maintenance
programme approved by the competent authority. Under the Continuing Airworthiness
Maintenance Programme, the aircraft Maintenance Programme and its amendment may
be approved through indirect approval procedures. The programme must include a
reliability programme when the maintenance programme based on the Maintenance
Steering Group Logic or mainly on the condition monitoring. The maintenance
programme shall state all scheduled maintenance activities. For large aircraft, the
aircraft maintenance programme shall include a reliability programme. The aircraft
maintenance programme shall be subject to periodic review and amended accordingly
when necessary.

To maintain the airworthiness, the airworthiness directive must also be carried

out within the requirements of that airworthiness directive unless otherwise specified by
the agency. Any damage on the aircraft must be assessed and any modifications and
repairs must use the approved data by the agency or by an approved Part 21 design
organization. All the aircraft continuing airworthiness must have their record system. All
maintenance shall be recorded and entered into the airworthiness record system within
30 days after issuing of the CRS. The airworthiness record system shall include Engine,
prop, service limit parts (log-book); Flt time/cycle or landing; Status of Ad’s; Status of
mod and repairs; Status of compliance with the maintenance programme; Status of
service life limit components; Mass and balance report and List of deferred maintenance.

In the case of commercial air transport, an operator shall use an aircraft technical
log system containing information for each aircraft. The information in the operator
technical log are the information of each flight, the current CRS, the current
maintenance statement on aircraft maintenance status of what scheduled and out of
phase, the next due maintenance, the out standing deferred defects and the guidance
instruction. The technical log has to be approved by competent authority and shall be
kept 3 years after last entry.

To achieve the airworthiness of an aircraft, there is some maintenance standards

to be followed. For the maintenance data, the person or organization maintaining an
aircraft shall have the access to and use the only applicable current maintenance data.
The maintenance data must be actual, valid and easy to access. What are the
maintenance data? The maintenance data is any applicable requirement, procedure,
standard or information issued by competent authority. The data is also any applicable
airworthiness directive which mandatory to comply. The data also the applicable
instruction for continuing airworthiness issued by TC, STC holders.

The performance of maintenance must be safe, reliable and good. All

maintenance shall be performed by qualify personnel, following the right methods,
standards, techniques and instructions which specified in the approved maintenance
data. After that, the independent or double inspection must be carried out after every
flight safety sensitive main task. During the maintenance, the right tools and equipment
must be used. The tools and equipment must always be controlled and calibrated to an
officially recognized standard. The area (hangar) to perform the maintenance is carried
out shall be well organized and clean in respect of dirt and contamination. After
maintenance is carried out, tools and external parts must be reorganized. FOD inspection
on the area must be done. After task is complete and satisfy, CRS can be issued.

In case of any defects on the aircraft which can hazards seriously the flight
safety, rectification must be done immediately before further flight. Only the authorized
certifying staff or Part.145 can decide, using approved maintenance data, whether an
aircraft defect hazards seriously the flight safety and therefore decide when and which
rectification action shall be taken before further flight and which defect rectification can
be deferred. However, this does not apply when MEL procedure, the aircraft competent
authority defines as being acceptable and all defects not being rectified must be
recorded in the technical log and in the aircraft life record. Any aircraft defect that would
not hazard seriously the flight safety shall be rectified as soon as practicable, after the
date the aircraft defect was first identified and within any limits specified in the
maintenance data. Any defect not rectified before flight shall be recorded in the aircraft
maintenance record system or operator's technical log system as applicable.

Another main aspect to maintain the airworthiness is component management.

There will be no component may be fitted to the aircraft unless it is in a satisfactory
condition (no damage, operatable and no any physical distortion). Prior to installation of
a component on an aircraft the person or approved maintenance organization shall
ensure that the particular component is eligible to be fitted when different modification
and/or airworthiness directive configurations may be applicable. The aircraft component
also needs to be maintained. The maintenance of components shall be performed by
appropriately approved Subpart F or Part-145 maintenance organizations. Must always
take notes to the service life limited components. The installed service life limited
components shall not exceed the approved service life limit as specified in the approved
maintenance programme and airworthiness directives. For the unserviceable component
must be controlled. Component shall be considered as unserviceable when the
components service life has expired or, non-compliance with the applicable airworthiness
directives or, absence of the EASA Form 1 or, evidence of defects or malfunction or,
involvement in an incident or accident likely to affect its serviceability.

An airline is making money by flying their aircraft. But in order for an aircraft to
fly, they need to be fit to fly. The aircraft must be in good shape, safe along the flight
free from any damage that hazard seriously flight safety. In other word, the aircraft
need to be “airworthy”. Most airlines are aiming to get a maximum revenue and
minimum operational cost. In order to maintain a minimum operational cost, the airline
needs to make sure the aircraft stays airworthy all the time. To make the aircraft
airworthy and continue airworthy, all the above regulations must be met.