By Bjorn Fehrm
January 5, 2024, ©. Leeham News: We are discussing the different phases of a new airliner program. After covering the Design and Production, we now look at the Operational phase of a new airliner family.
For the customer, the design and production are exciting and interesting, but it’s the information and services around the operational phase (Fleet Support in Figure 1) of the airliner that are most important to the airline customer.
Figure 1. The development plan for a new airliner. Source: Leeham Co.
Continued Airworthiness
We have described the large work involved to get the design and production of the aircraft certified. But the certification for the aircraft doesn’t stop there. During its whole operational life (which is around 25 years compared to the two years in production), there is regulatory oversight and certification of all aspects of the operation of the aircraft.
Each country regulator makes its own Continued Airworthiness rules, but they are normally based on the large regulator’s rules with additions for any special conditions that might apply. We will use the US rules as an example for Continued Airworthiness regulations.
To explain how this all fits together in the US, we use a chart originally made by a consultant and an FAA official named Wyman Shell (thus the chart name), Figure 2. It explains how the FAA regulations are related.
The left-hand side shows the 14 CFR Parts that handle the Original Airworthiness, that is, the Type and Production Certificates, and the right-hand side shows the Recurrent Airworthiness, which is how to ensure the aircraft stays safe when in operation. It shows that development and production are only half the regulations.
Figure 2. The Wymann Shell FAR Chart explains how 14 CFR Parts relate to each other. Source: FAA. Click for easier read.
FAA statistics show that the right-hand side, Recurrent Airworthiness, is more a cause for aircraft accidents than the left-hand side, Type and Production Certificates. The attention around the rules and their procedures is, therefore, on the right-hand side, the measures on how to improve operational safety.
We will discuss the blocks to ensure Operational Safety that are closely related to the aircraft (the operational rules for an airline are for another article series).
Crew and Mechanics Training (14 CFR Parts 61, 63, 65)
As we produce an airliner under Part 25 with >12,500 lbs Gross Weight and as we intend for its use in scheduled airliner service (Parts 121) or charter (Part 135), we need to establish an aircraft type rating, and pilots must be trained & licensed to fly our aircraft prior to in-service flying. We also must train the mechanics that shall service the aircraft on the flight line and in the hangars.
To accomplish it, we need aircraft operations and maintenance manuals and a training syllabus for the Crew and Mechanics. We also need the training tools (Simulators, iPad courses, Suitable training facilities and systems, access to aircraft, etc.). Smaller OEMs establish cooperations with large Training and Simulation companies like CAE and L3Harris, while large OEMs like Airbus and Boeing set up their own training.
After the initial training, there are skill check sessions in a simulator for the pilots every six months and a deeper check every two years.
We also have regulations around Safety Monitoring and Reporting (14 CFR Part 21.3, 39) and Instructions for Continued Airworthiness, ICA (14 CFR 25, 33, 43). The bulk of the ICAs are instructions for maintenance. These are large subjects that we will handle in subsequent Corners.
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