Tae5000seriesprint 2018 05 31

UNCONTROLLED COPY WHEN PRINTED Regulatory Article 5800
RA 5800 – General Requirements – ►Delivery◄ Teams and

Organizations (MRP 21)
Rationale The MAA is not adopting the whole of European Military Airworthiness Requirements
(EMAR) 21. The RA 5800 series has been developed based on certain subparts of
EMAR 21 and these RA are suffixed with ‘MRP 21’. The RA 5800 series defines the
general requirements of the ►Delivery◄ Teams and the Design Organizations (DO)
in the design and certification of Air Systems (and related products, parts and
appliances).
Contents 5800(1): General Requirements – ►Delivery◄ Teams

5800(2): General Requirements – Organizations
Regulation General Requirements - ►Delivery◄ Teams and Organizations

5800(1) 5800(1) Type Airworthiness Authorities (TAA) who can demonstrate
5800(2) they have met the requirements of RA 58101 shall be eligible
to hold a Military Type Certificate (MTC).
5800(2) DOs who can demonstrate they meet the requirements of RA
58502 shall be eligible to hold a Military Design
Organizational Approval.
Acceptable General Requirements - ►Delivery◄ Teams and Organizations

Means of 1. The MTC issued through RA 5810 for new Air Systems, or major3 changes to
Compliance the Type Design approved through RA 58204, should be held by the TAA.
5800(1) 2. A DO should hold or be capable of holding an approval through the MAA
Design Approved Organization Scheme, in accordance with RA 5850.
5800(2)
Guidance General Requirements - ►Delivery◄ Teams and Organizations

Material 3. The RA 5800 series is based on the framework published in EMAR 21 –
5800(1) Certification of Military Aircraft and Related Products, Parts and Appliances, and
Design and Production Organizations and its associated Acceptable Means of
5800(2) Compliance (AMC) and Guidance Material (GM).
4. In the context of the RA 5000 Series the use of the term ‘product’ is intended to
reflect the type certificated elements of the military Air System, such as the aircraft,
engine and/or propeller. Whereas the term ‘part’ reflects those articles that are not
type certificated but are approved and qualified by the relevant DO; the term
‘appliance’ reflects those articles that are otherwise certified.
5. While the RA 5800 series forms the requirements to qualify for the issue or
continuation of a MTC or military design organizational approval, it does not negate
the requirement to adhere to other applicable regulations within the RA 5000 Series.
1
►Refer to◄ RA 5810 – Military Type Certificate (MRP 21 Subpart B).
2
►Refer to◄ RA 5850 – Military Design Approved Organization (MRP 21 Subpart J).
3
For guidance on what constitutes a change in type design refer to RA 5820.
4
►Refer to◄ RA 5820 – Changes in Type Design (MRP 21 Subpart D).
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RA 5805 - Responsibilities of the Holders of a Military Type Certificate

and MAA Design Organization Approvals (MRP 21 Subpart A)
Rationale The award of a Military Type Certificate (MTC) or Design Organization (DO) approval
is subject to certain conditions. The holders of a MTC and DO approvals are required
to fulfil certain established obligations under their responsibilities. These
responsibilities, which may include privileges, are regulated In Accordance With (iaw)
the scope of their authority or approval.
Contents 5805(1): Responsibilities of the Holder of a Military Type Certificate

5805(2): Failures, Malfunctions and Defects
5805(3): Airworthiness Directives and Service Bulletins
5805(4): Coordination Between Design and Production
Regulation Responsibilities of the Holder of a Military Type Certificate

5805(1) 5805(1) The Type Airworthiness Authority (TAA), as the Applicant,
shall demonstrate that he can meet the responsibilities as
the holder of a MTC.
Acceptable Responsibilities of the Holder of a Military Type Certificate

Means of 1. In addition to meeting the responsibilities detailed within RA 1015 1, the TAA
Compliance should have agreements in place with MAA approved DOs2 for Air Systems, products,
parts and appliances (as defined in RA 58003) to ensure access to the Type Design
5805(1) data, including instructions associated with unsafe conditions such as Airworthiness
Directives (AD) or Service Bulletins (SB) for civil-derived aircraft, or Special
Instructions (Technical) for military designed aircraft.
2. The TAA should establish the role of the DO to meet the Airworthiness
responsibilities of RA 10144.
3. ►MTC Holders (MTCH) who have included Flammability Reduction Means
(FRM) in their design should assess, on an on-going basis, the effects of Air System
component failures on FRM reliability. This should be part of the system for failure or
fault data collection, investigation and analysis.
4. The MTCH should do the following:
a. Demonstrate effective means to ensure collection of FRM reliability data.
These means should provide data affecting FRM reliability such as component
failures.
b. Develop service instructions or revise the applicable Aircraft Maintenance
Manual (AMM) according to a schedule approved by the TAA to correct any
failures of the FRM that occur In -Service that could increase any fuel tanks
Fleet Average Flammability Exposure to more than that specified by the
applicable Airworthiness Requirements.◄
Guidance Responsibilities of the Holder of a Military Type Certificate

Material 5. Nil.
5805(1)
1
►Refer to◄ RA 1015 – Type Airworthiness Authority – ►Roles and◄ Responsibilities.
2
3
►Refer to◄ RA 5800 - General Requirements - ►Delivery◄ Teams and Organizations (MRP 21).
4
►Refer to◄ RA 1014 – Design Organizations and Co-ordinating Design Organizations – Airworthiness Responsibilities.
Regulation Failures, Malfunctions and Defects

5805(2) 5805(2) The DO shall ensure a system is in place for collecting,
investigating and analysing reports of and information related
to failures, malfunctions, defects or other occurrences which
cause or might cause an unsafe condition in the Air System.
Acceptable Failures, Malfunctions and Defects

Means of Reporting to the TAA
Compliance 6. The DO, irrespective of whether they are acting as a DO, Co-ordinating DO
5805(2) (CDO) or Air System CDO (refer to RA 1014), should make appropriate arrangements
to report (refer to RA 54045) to the TAA or Commodity ►Delivery◄ Team Leader
(►DTL◄) any failure, malfunction, defect or other occurrence related to an Air
System, product, part or appliance and which has resulted in or may result in an
unsafe condition.
7. The DO should normally report any failure, malfunction, defect or other
occurrence using the Air Safety Information Management System (ASIMS) but, if
access to ASIMS is not available, the matter is to be reported in a manner identified in
the contract.
8. These reports should be made iaw RA 14106, as soon as practicable and in
any case dispatched not later than 48 hours after the identification of the possible
unsafe condition, unless exceptional circumstances prevent this.
9. Within the overall limit of 48 hours the degree of urgency for submission of a
report should be determined by the level of hazard judged to have resulted from the
occurrence.
10. Where an occurrence is judged by the DO identifying the possible unsafe
condition to have resulted in an immediate and particularly significant hazard the TAA
or Commodity ►DTL◄ should be advised immediately of whatever details are
available at that time. The details are to be reported immediately iaw the Significant
Occurrence Notification procedure detailed in RA 1410. This initial report should be
followed up by a full report of the known facts within 48 hours.
11. Where the occurrence is judged to have resulted in a less immediate and less
significant hazard, the report should be submitted within the maximum of 48 hours in
order to provide more details.
Investigation of Reported Occurrences.
12. When a reported occurrence results from a deficiency in the design, or a
manufacturing deficiency, the holder of the DO approval, or the manufacturer
(Production Organization (PO)) as appropriate, should investigate the reason for the
deficiency and report to the TAA or Commodity ►DTL◄ the results of its investigation
and any action it is taking or proposes to take to correct that deficiency.
Guidance Failures, Malfunctions and Defects

Material Unsafe Condition
5805(2) 13. An ‘unsafe’ condition exists if there is factual evidence (from In-Service
experience, analysis or tests) that:
a. An event may occur that would result in an increased Risk to Life, 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:
(1) A large reduction in safety margins or functional capabilities, or
(2) Physical distress or excessive workload such that the flight crew
cannot be relied upon to perform their tasks accurately or completely; or
5
►Refer to◄ RA 5404 – Fault Reporting and Investigation for Contractors.
6
►Refer to◄ RA 1410 – Occurrence Reporting.
Guidance (3) Serious or fatal injury to one or more occupants unless it is shown
Material that the probability of such an event is within the limit defined by the
applicable Airworthiness requirements; or
5805(2)
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.
Human Factors aspects in establishing and correcting unsafe conditions
14. When Human Factors have contributed to an unsafe condition, a systematic
review is to be used to assess whether any crew or maintenance error raises an issue
that requires regulatory action (whether in design or other areas), or is to be noted as
an isolated event without intervention. This may need the establishment of a
multidisciplinary team (designers, crews, human factors experts, maintenance experts,
operators etc.).
15. The assessment is to include at least the following:
a. Characteristics of the design intended to prevent or discourage incorrect
assembly or operation.
b. Characteristics of the design that allow or facilitate incorrect operation.
c. Unique characteristics of a design feature differing from established
design practices.
d. The presence of indications or feedback that alerts the operator to an
erroneous condition.
e. The existence of similar previous events, and whether or not they
resulted (on those occasions) in unsafe conditions.
f. Complexity of the system, associated procedures and training (has the
crew a good understanding of the system and its logic after a standard crew
qualification programme?).
g. Clarity/accuracy/availability/currency and practical applicability of
manuals and procedures.
h. Any issues arising from interactions between personnel, such as shift
changeover, dual inspections, team operations, supervision (or lack of it), or
fatigue.
16. Apart from a design change, the corrective actions, if found necessary, may
consist of modifications of the manuals, inspections, training programmes, and/or
information to the operators about particular design features. The TAA or Commodity
►DTL◄ may decide to make mandatory such corrective action if necessary.
Regulation Airworthiness Directives and Service Bulletins

5805(3) 5805(3) Following the issue of an AD or a SB for an unsafe condition
on a civil derived Air System the TAA shall make an
appropriate response.
Acceptable Airworthiness Directives and Service Bulletins

Means of Airworthiness Directive and Service Bulletins
Compliance 17. When an AD or SB has been received by the TAA to correct an unsafe
5805(3) condition or to order an inspection, he should decide the appropriate corrective action
and/or required inspections to be carried out within the timescale promulgated in the
AD or SB, and make available to any person required to comply with the AD or SB the
appropriate descriptive data and accomplishment instructions.
18. If the TAA defers or rejects an AD he should seek approval from the relevant
DE&S Operating Centre Director (refer to RA 1013 7) and should ensure that the
7
►Refer to◄ RA 1013 – DE&S Air Systems Operating Centre Director – Provision of Airworthy and Safe Systems.
Acceptable appropriate ►Aviation◄ Duty Holder or Accountable Manager (Military Flying) is

Means of aware such that any impact on Risk to Life can be considered.
Compliance Special Instructions (Technical)
5805(3) 19. To raise corrective action to a non-civil derived Air System (ie military design),
the TAA should refer to RA 54058.
20. When a Special Instructions (Technical) is raised, the TAA should notify the DO
and/or the Original Equipment Manufacturer (OEM).
Guidance Airworthiness Directives and Service Bulletins

Material Airworthiness Directive
5805(3) 21. An AD is a document issued by a recognized civil Authority (such as EASA or
the FAA) which mandates the actions to be performed on an aircraft to restore an
acceptable level of safety (refer to RA 12309), when evidence shows that the safety
level of the aircraft may otherwise be compromised.
22. An AD will contain at least the following information:
a. Identification of the unsafe condition.
b. Identification of the affected aircraft; operating and maintenance
associated documentation.
c. The action(s) required.
d. The compliance time for the required action(s).
e. The date of entry into force.
Service Bulletins
23. It is common practice among civil DO to request actions to improve the safety
level of their product, part or appliance by means of a SB. A SB may or may not result
in the introduction of a modification. The use of a SB is to provide the recipient with
information or advance instruction for corrective action.
24. However, it is to be noted that a SB issued by a DO does not carry a mandatory
requirement for action, irrespective of whether the SB is published in anticipation of an
AD, to be subsequently issued by a recognized Authority.
Regulation Co-ordination between Design and Production

5805(4) 5805(4) The TAA shall ensure collaboration between the DO and the
PO as necessary to achieve and maintain the type
Airworthiness of the Air System, product, part or appliance.
Acceptable Co-ordination between Design and Production

Means of 25. The collaboration between the DO and PO should be agreed by the TAA,
Compliance irrespective of whether the DO is acting as a CDO or Air System CDO, refer to
RA 1014.
5805(4)
Guidance Co-ordination between Design and Production

Material 26. Where there is a need to transfer approved design data or Airworthiness data
5805(4) between DOs and POs, the following minimum information is to be provided:
a. Company Name: the name of the responsible DO issuing the
information.
b. Date: the date at which the information is released.
8
►Refer to◄ RA 5405 – Special Instructions (Technical).
9
►Refer to◄ RA 1230 – Design Safety Targets.
Guidance c. Eligibility: indicate the specific products, parts or appliances for which
Material data have been approved.
5805(4) d. Identification: the part number of the part or appliance. Preference is to

be given to the use of the Illustrated Parts Catalogue (IPC) designation.
Alternatively the reference to the Instruction for Sustaining Type Airworthiness
could be stated. The Identification marking requirements of RA 588510 must be
taken into account.
e. Description: the name or description of the part or document is to be
given. In the case of a part or appliance preference is to be given to use of IPC
designation. The description is to include reference to any applicable
(European) Technical Standard Order ►11◄ authorization or Identification
marking ►◄, or previous national approvals still valid.
f. Purpose of data: the reason for the provision of the information is to be
stated by the design approval holder. Examples are:
(1) Provision of approved design data to a production organization to
permit manufacture (refer to RA 583512).
(2) Information regarding eligibility for installation (replacement parts,
repair, modification, etc.).
(3) Direct Delivery Authorization.
g. If the data is in support of a change or repair, then reference to the
aircraft level approval is to be given (making reference to the approved change
or repair).
h. Limitations/Remarks: state any information, either directly or by
reference to supporting documentation that identifies any particular data or
limitations.
i. Approval: provide reference information related to the approval of the
data (by the TAA or under DO privilege (refer to RA 5850)).
j. Authorized signature: name and hand-written normal or electronic
signature of a person who has written authority from the DO, as indicated in the
procedures agreed with the MAA.
10
►Refer to◄ RA 5885 – Identification of Products, Parts and Appliances (MRP 21 Subpart Q).
11
►Refer to RA 5875 – (European) Technical Standard Order (MRP 21 Subpart O).◄
12
►Refer to◄ RA 5835 – Military Production Organization (MRP 21 Subpart G).
RA 5810 - Military Type Certificate (MRP 21 Subpart B)
Rationale It is necessary to demonstrate that an Air System’s Type Design meets appropriate
safety requirements. A systematic, independent Certification process is required for
new types of UK military registered Air Systems. The award of a Military Type
Certificate (MTC) demonstrates that the military Air System has met the Type Design
safety requirements.
Contents 5810(1): Certification of UK Military Registered Air Systems

5810(2): Demonstration of Capability
5810(3): Application
5810(4): Airworthiness Codes
5810(5): Special Conditions
5810(6): Type Certification Basis
5810(7): Certification Programme
5810(8): Changes Requiring a New Military Type Certificate
5810(9): Compliance with the Type Certification Basis
5810(10): Issue of Military Type Certificate
5810(11): Issue of Restricted Military Type Certificate
5810(12): Type Design
5810(13): Investigation and Tests
5810(14): Flight Tests
5810(15): Responsibilities of the Holder
5810(16): Transferability
5810(17): Duration and Continued Validity
5810(18): Record Keeping
5810(19): Manuals
5810(20): Instructions for Sustaining Type Airworthiness
Regulation Certification of UK Military Registered Air Systems

5810(1) 5810(1) New UK military Air Systems that are intended to be
operated on the UK Military Aircraft Register in the Service
Environment1 shall be certificated prior to their Release to
Service (RTS)2.
Acceptable Certification of UK Military Registered Air Systems

Means of 1. The approach to Certification should be set out in the Air System Airworthiness
Compliance Strategy, as defined in RA 12203.
5810(1) 2. The Type Airworthiness Authority (TAA) responsible for the introduction of new
UK military Air Systems, except for Remotely Piloted Air Systems (RPAS) Class
exemptions detailed in RA 16004, should ensure that they are certificated in
accordance with (iaw) the Military Air Systems Certification Process (MACP) detailed
in Annex A to this RA. The MACP comprises the following 6 phases:
a. Phase 1 – Identify the requirement for, and obtain, organizational
approvals.
1
See MAA02 for definition of Service Environment.
2
Refer to RA 1300 – Release to Service.
3
!"#"$%&'(%RA 1220 – Project Team Airworthiness and Safety.
4
!"#"$%&'(%RA 1600 – Remotely Piloted Air Systems.
Acceptable b. Phase 2 – Establish and agree the Type Certification Basis (TCB).
Means of c. Phase 3 – Agree the Certification Programme.
Compliance d. Phase 4 – Demonstrate compliance with the TCB.
5810(1)
e. Phase 5 – MAA Review of Certification Evidence.
f. Phase 6 – Post Certification Activities.
3. The TAA should use the output of the MAA Type Certification Report (TCR)
which is written in response to the Type Certification Exposition (TCE), in framing their
initial Release to Service Recommendation (RTSR).
4. The MTC should not be issued until the Air System is brought Under Ministry
Control (UMC) (refer to RA 53015).
Guidance Certification of UK Military Registered Air Systems

Material Background
5810(1) 5. All new UK military Air Systems, except for those RPAS Class exemptions
detailed in RA 1600, are to ensure they comply with the MACP.
6. For changes in the Type Design, refer to RA 58206.
MACP Outcomes
7. Successful completion of the MACP for a new Air System will result in the MAA
issuing a Military Type Certificate (MTC) or Restricted Military Type Certificate
(RMTC) to the TAA. This will be underpinned by the production of a TCR. A MTC or
RMTC will cover the entire Air System, including engines and propellers, where
applicable. The MTC or RMTC will certify that the Air System:
a. Has been designed by an approved organization(s).
b. Meets the approved TCB, or that any Airworthiness provisions not
complied with are compensated for by controls, factors, or mitigations that
provide an equivalent level of safety.
c. Is supported by appropriate Aircrew Publications, Technical Information
(TI) and RTSR, approved Air System Document Set (ADS) containing
instructions for safe operation and sustaining Type A irworthiness, including a
comprehensive Equipment Safety Assessment (refer to RA 1220).
8. Programmes for new Air Systems which the MAA and TAA have previously
agreed will result in the issue of a Statement of Type Design Assurance (STDA) may
continue to be conducted in iaw the obsolescent RA 15007. However, if the MAA’s
Certification assurance activities conclude that the requirements of RA 5810 have
been met in full, a MTC or RMTC may be issued rather than a STDA.
Relationship with RTSR
9. As required by RA 10138, the initial RTSR must be submitted to the Release to
Service Authority (RTSA) and the MAA. For new Air Systems and Major Changes that
result in a new Mark Number for the aircraft, these recommendations will be subject to
independent audit by the MAA. For all other Major Changes, it will be decided by the
MAA, in consultation with the RTSA and TAA, as to whether the MAA will carry out an
RTSR audit in addition to producing the TCR.
Urgent Capability Requirements (UCRs)
10. The MAA will take note of the degree of urgency of the Requirement when
determining the MACP approach to be adopted for UCRs.
5
!"#"$%&'(%RA 5301 – Control of Designs.
6
!"#"$%&'(%RA 5820 – Changes in Type Design (MRP 21 Subpart D).
7
!"#"$%&'(%RA 1500 – Certification of UK Military Registered Air Systems.
8
!"#"$%&'(%RA 1013 – DE&S Air Systems Operating Centre Director – Provision of Airworthy and Safe Systems.
Regulation Demonstration of Capability

5810(2) 5810(2) The TAA shall ensure that prior to any application for a MTC,
the organization responsible for the design of the Air System
can demonstrate its capability by holding an appropriate
Design Organization (DO) approval, or is in the process of
applying for such an approval.
Acceptable Demonstration of Capability

Means of 11. The DO should hold an approval from the MAA under the Design Approved
Compliance Organization Scheme (DAOS) covering the relevant scope of activities issued by the
MAA iaw RA 58509.
5810(2)
12. Annex A (Phase 1) to this RA contains details of the process for identifying the
requirements for, and obtaining, organizational approvals that should be used by the
TAA in complying with this RA.
Guidance Demonstration of Capability

Material 13. Nil.
5810(2)
Regulation Application
5810(3) 5810(3) An application for a MTC shall be made by the TAA using
MAA Form 30.
Acceptable Application
Means of 14. The application should be accompanied by a Design Drawing of the Air System
Compliance and preliminary basic data, including the proposed operating characteristics and
limitations.
5810(3)
15. An application for a change in Type Design should be made under RA 5820.
Guidance Application
Material 16. Nil.
5810(3)
Regulation Airworthiness Codes

5810(4) 5810(4) The TAA shall ensure that the Air System is designed to
approved Airworthiness codes.
Acceptable Airworthiness Codes

Means of 17. Def Stan 00-970 should be used as the default A irworthiness code.
Compliance 18. Formal approval should be sought from the MAA for the use of alternative and
5810(4) appropriate specifications or Airworthiness codes.
19. Annex A (Phase 2) to this RA contains details of the process for selecting the
Airworthiness codes that should be used by the TAA in complying with this RA.
Guidance Airworthiness Codes

Material 20. Any proposed alternative Airworthiness codes are to be sufficiently detailed and
5810(4) specific, such that the detail for their use in the case put forward is clear.
9
!"#"$%&'(%RA 5850 – Military Design Approved Organization (MRP 21 Subpart J).
Regulation Special Conditions

5810(5) 5810(5) Special Conditions shall be approved by the MAA as part of
the TCB.
Acceptable Special Conditions

Means of 21. Annex A (Phase 2) to this RA contains details of the Military Certification
Compliance Review Item (MCRI) process that should be used by the TAA in complying with this
RA.
5810(5)
22. Special detailed technical specifications, named Special Conditions, for an Air
System, should be approved by the MAA if the related Airworthiness codes do not
contain adequate or appropriate safety standards for the Air System or an element of
its design, in any of the following circumstances:
a. The Air System has or may have novel or unusual design features
relative to the design practices on which the applicable Airworthiness codes are
based.
b. The Air System design usage assumptions do not match the intended
military usage.
c. Experience from other similar Air Systems in service or having similar
design features, has shown that ‘unsafe conditions’10 may develop.
d. Suitable Airworthiness codes do not exist for the concerned Air System
or specific design feature.
Guidance Special Conditions

Material 23. The Special Conditions contain such safety standards that the TAA, assured by
5810(5) the MAA, finds necessary to establish a level of safety equivalent to that established in
the applicable Airworthiness codes or a level of safety acceptable if Airworthiness
codes do not exist for the Air System concerned.
Regulation Type Certification Basis

5810(6) 5810(6) The TAA shall demonstrate that the TCB consists of the
applicable Airworthiness codes established according to
RA 5810(4) and any approved Special Condition(s) under
RA 5810(5).
Acceptable Type Certification Basis

Means of 24. Annex A (Phase 2) to this RA contains details of the TCB process that should
Compliance be used by the TAA in complying with this RA.
5810(6) 25. If the TAA elects to comply with an amendment to the Airworthiness codes that
are effective after the filing of the application for a MTC, the TAA should also comply
with any other amendment that the MAA finds is directly related.
Guidance Type Certification Basis

Material 26. The MTC certifies that the Air System meets the TCB, including any
5810(6) compensating controls or mitigations that provide an equivalent level of safety,
otherwise an RMTC may be issued (see RA 5810(11)).
27. The TCB will also include the Instructions for Sustaining Type Airworthiness
(ISTA) when identified in the relevant Airworthiness code. ISTA is dealt with at
RA 5810(20).
10
The words ‘unsafe conditions’ are used in RA 5805 - Responsibilities of the Holders of the Military Type Certificate and MAA
)"*+,-( Organization Approvals (MRP 21 Subpart A) GM to justify the basis for an Airworthiness Directive.
Regulation Certification Programme

5810(7) 5810(7) The TAA shall propose to the MAA a Certification
Programme (CP) that shall include the means to
demonstrate compliance.
Acceptable Certification Programme

Means of 28. The CP should be approved by the MAA before compliance demonstration
Compliance commences and updated as necessary during the Certification process.
5810(7) 29. Annex A (Phase 3) to this RA outlines the process for addressing the CP that
should be used by the TAA in complying with this RA.
Guidance Certification Programme

Material 30. The TAA is to determine his level of involvement with the DO in defining the CP.
5810(7)
Regulation Changes Requiring a New Military Type Certificate

5810(8) 5810(8) The TAA shall apply for a new MTC if it is determined that
any proposed change in design, configuration, power, thrust
or mass is so extensive that a substantially complete
investigation of compliance with the applicable TCB is
required.
Acceptable Changes Requiring a New Military Type Certificate

Means of 31. Nil.
Compliance
5810(8)
Guidance Changes Requiring a New Military Type Certificate

Material 32. Changes in Type Design are addressed in RA 5820.
5810(8)
Regulation Compliance with the Type Certification Basis

5810(9) 5810(9) The TAA shall provide to the MAA an explanation of the
means by which compliance with the applicable TCB is to be
demonstrated, according to the CP.
Acceptable Compliance with the Type Certification Basis

Means of 33. Annex A (Phase 4) to this RA contains details of the process for addressing the
Compliance Means of Compliance with the TCB that should be used by the TAA in complying with
this RA.
5810(9)
34. The TAA should articulate in the TCE the approach to demonstrating
compliance with the TCB and provide a statement that compliance with the TCB has
been demonstrated.
Guidance Compliance with the Type Certification Basis

Material 35. Nil.
5810(9)
Regulation Issue of Military Type Certificate

5810(10) 5810(10) The TAA shall be issued with a MTC when the MAA has
accepted that the requirements of RA 5810 have been fully
satisfied and the TAA has confirmed that his organization is
appropriately placed in terms of resourcing, contractual
position and access to design information to manage the
MTC.
Acceptable Issue of Military Type Certificate

Means of 36. The TAA should make a declaration when appropriate that his organization is
Compliance ready to manage the MTC. The declaration should include confirmation that the Air
System is UMC as defined in Def Stan 05-057 and signposted in the RA 530011
5810(10) series.
Guidance Issue of Military Type Certificate

Material 37. Annex A (Phase 5) to this RA contains details of the activities conducted by the
5810(10) MAA leading to the issue of the MTC.
Regulation Issue of Restricted Military Type Certificate

5810(11) 5810(11) Where the requirements of RA 5810 have not been fully
satisfied, but the Certification evidence has been assessed to
the satisfaction of the MAA, the TAA shall be issued with a
RMTC.
Acceptable Issue of Restricted Military Type Certificate

Means of 38. When an Air System does not have a complete Type Design or ADS, and is
Compliance approaching RTS and the MAA has assessed that there is no impact on Air Safety, a
RMTC should be issued by the MAA for a provisional period until the Type Design or
5810(11) ADS can be demonstrated to be accurate and complete.
39. Similarly, when shortcomings are identified in the Certification evidence
provided in the TCE or RTSR, then a RMTC should be issued by the MAA until any
resultant actions are closed or progressed to a level that is deemed acceptable by the
MAA.
40. Any restrictions identified in the RMTC should be copied verbatim into the RTS
by the RTSA.
Guidance Issue of Restricted Military Type Certificate

Material 41. Examples of conditions that would result in the issue of a RMTC include, but are
5810(11) not limited to:
a. The ADS is incomplete or requires additional validation gained from early
In-Service experience and/or on-going Test & Evaluation.
b. Shortcomings identified during the review of the TCE and RTSR that
result in significant actions being placed on the TAA.
c. The Air System not being ready to be transitioned to UMC (as defined in
Def Stan 05-057) at initial RTS. In this circumstance the MAA would expect to
understand from the TAA how he would intend to keep oversight of the Air
System configuration such that changes to the configuration, including the need
to update the ADS whilst Under Contractor Control (as defined in Def Stan 05-
057), would not increase risk.
11
!"#"$%&'(%RA 5300 series – Control of Design and Design Records.
Regulation Type Design

5810(12) 5810(12) The TAA shall ensure through configuration management12
that the certified Type Design is defined, identified and
controlled by drawings, specifications, manufacturing
processes and Airworthiness limitations.
Acceptable Type Design

Means of 42. The Type Design should consist of:
Compliance a. The drawings and specifications, and a listing of those drawings and
5810(12) specifications, necessary to define the configuration and the design features of
the Air System shown to comply with the applicable TCB.
b. Information on materials and processes and on methods of manufacture
and assembly necessary to ensure the conformity of the Air System.
c. An approved Airworthiness limitations section of the ISTA as defined by
the applicable Airworthiness codes.
d. Any other data necessary to allow by comparison, the determination of
the Airworthiness of later configurations of Air Systems of the same type.
Guidance Type Design

Material 43. Nil.
5810(12)
Regulation Investigation and Tests

5810(13) 5810(13) The TAA shall ensure his right of access to any report, any
inspection or to witness any test necessary to determine that
no feature or characteristic makes the Air System unsafe.
Acceptable Investigation and Tests

Means of 44. The TAA should agree with the DO and approved Test Organization to
Compliance determine what testing is required and his level of involvement in reviewing any report
or overseeing any activity.
5810(13)
Guidance Investigation and Tests

Material 45. When reviewing any test report or activity, the independent checking function of
5810(13) the DO is to ensure:
a. That materials and processes adequately conform to the specifications for
the proposed Type Design.
b. Those parts of the Air System adequately conform to the drawings in the
proposed Type Design.
c. That the manufacturing processes, construction and assembly adequately
conform to those specified in the proposed Type Design.
d. That the test equipment and all measuring equipment used for tests are
adequate for the test and are appropriately calibrated.
Regulation Flight Tests

5810(14) 5810(14) Flight testing for the purpose of obtaining a MTC or RMTC
shall be conducted iaw RA 588013. (
12
!"#"$%&'(%RA 5311 – Configuration Management – Project Team.
13
!"#"$%&'(%RA 5880 – Military Permit to Fly (MRP 21 Subpart P).
Acceptable Flight Tests

Means of 46. The TAA should ensure that all necessary flight tests are conducted to
Compliance determine compliance with the applicable TCB.
5810(14) 47. For Military Registered Civil-Owned Aircraft, the TAA should ensure that any
flight testing undertaken for the civil Certification satisfies the requirements of MOD
usage or makes provision to demonstrate compliance.
Guidance Flight Tests

Material 48. Nil.
5810(14)
Regulation Responsibilities of the Holder

5810(15) 5810(15) The TAA, as the holder of the MTC or RMTC, shall fulfil the
responsibilities detailed in RA 101514 and RA 580515.
Acceptable Responsibilities of the Holder

Means of 49. Nil.
Compliance
5810(15)
Guidance Responsibilities of the Holder

Material 50. Nil.
5810(15)
Regulation Transferability
5810(16) 5810(16) If a MTC or RMTC is to be transferred, the transfer shall be
made only to a TAA within the UK Defence Air Environment
and who is able to fulfil the responsibilities detailed in
RA 1015 and RA 5805.
Acceptable Transferability
Means of 51. The transfer of the MTC or RMTC should only be made with the agreement of
Compliance the MAA.
5810(16)
Guidance Transferability
Material 52. An MTC or RMTC may not be transferred to an export customer even when the
5810(16) Air System has been withdrawn from UK service. The MAA issued MTC or RMTC
assumes usage within the confines of the MAA Regulatory Publications.
Regulation Duration and Continued Validity

5810(17) 5810(17) A MTC, or RMTC subject to any constraints, shall remain
valid subject to the TAA remaining in compliance with
RA 1015 and RA 5805, and providing the certificate has not
been suspended or revoked.
14
!"#"$%&'(%RA 1015 – Type Airworthiness Authority – Airworthiness Responsibilities.
15
!"#"$%&'(%RA 5805 – Responsibilities of the Holders of a Military Type Certificate and MAA Design Organization Approvals (MRP
21 Subpart A).
Acceptable Duration and Continued Validity

Means of 53. Upon notification of suspension or revocation, the MTC or RMTC should be
Compliance surrendered to the MAA Certification Division and the appropriate RTSA and
Operating Duty Holder (ODH) informed.
5810(17)
54. The TAA should inform the MAA, RTSA and ODH as soon as practicable when
he is no longer able to meet the .+/+&0$1(%Type Certificate Holder responsibilities
defined by RA 1015 and RA 5805, for one or several types of Air System under his
responsibility.
Guidance Duration and Continued Validity

Material 55. Nil.
5810(17)
Regulation Record Keeping

5810(18) 5810(18) The TAA shall ensure that all relevant design information,
drawings and test reports, including inspection records for
the Air System tested, are held by the appropriate DO.
Acceptable Record Keeping

Means of 56. Such documentation should be held in order to provide the information
Compliance necessary to ensure the Type Airworthiness of the Air System and should be retained
for a minimum of 5 years beyond the aircraft Out-of-Service date.
5810(18)
Guidance Record Keeping

Material 57. International or collaborative programmes will be required to co-ordinate
5810(18) custodianship of appropriate documentation, however the TAA will still need to agree
suitable access.
Regulation Manuals
5810(19) 5810(19) The TAA shall ensure that all master copies of manuals
required by the Type Design are produced, maintained and
updated by the appropriate DO.
Acceptable Manuals
Means of 58. The contents of the manuals should be validated16 by the appropriate DO. For
Compliance manuals generated by non-DO entities, the TAA should assume responsibility for
validation.
5810(19)
Guidance Manuals
Material 59. Nil.
5810(19)
Regulation Instructions for Sustaining Type Airworthiness

5810(20) 5810(20) The TAA shall ensure he is provided with the complete set of
ISTA (%prepared iaw the TCB, by the DO.
16
!"#"$%&'(%RA 5401 – Provision of Technical Information.
Acceptable Instructions for Sustaining Type Airworthiness

Means of 60. Variations to the ISTA should be made available by the DO to the TAA at the
Compliance earliest opportunity.
5810(20) 61. The TAA should ensure that the DO complies with the requirements of
RA 5401.
62. The TAA should make available the ISTA to the Military Continuing
Airworthiness Manager (Mil CAM).
63. A programme showing how changes to the ISTA are promulgated should be
submitted to the TAA by the DO.
64. The availability of some manuals or portions of variations to the ISTA, dealing
with overhaul or other forms of heavy maintenance, may be delayed until after the
product has entered into service, but should be available before any of the products
reaches the relevant age or flight hours/cycles, by which time this information is
required to sustain type Airworthiness.
65. 23"$"%45"$0&+'-0/%67+&08+/+&1%)0&0%946):%+*%0;0+/08/"%#'$%&3"%5$'<7=&%%&3"%
application for Military Type Certification or Changes in Type Design6 should be
supplemented by an application for approval of OSD which includes an assessment of
&3"%+>5/+=0&+'-*%'-%&3"%46)%$"*7/&+-,%#$'>%>+/+&0$1%'5"$0&+'-?(%%
Guidance Instructions for Sustaining Type Airworthiness

Material 66. The ISTA, ='>5$+*+-,%'#%<"*=$+5&+;"%<0&0%0-<%0=='>5/+*3>"-&%+-*&$7=&+'-*@%
5810(20) "-*7$"*( the Type Certification Airworthiness standard is maintained throughout the
operational life of the Air System. Typically, the instructions are in the form of manuals
covering, but not limited to:
a. The Design description covering:
(1) Handling instructions.
(2) Control and operating information.
(3) Servicing information.
b. Maintenance instructions covering:
(1) Scheduling information.
(2) Maintenance instructions.
(3) Repair instructions.
(4) Trouble-shooting (fault-finding) information.
(5) Information describing the removal and replacement of parts.
(6) Procedural instructions for systems testing.
(7) )"='-&0>+-0&+'-%+-*&$7=&+'-*?(
c. Diagrams and instructions for inspections including:
(1) Details for the application of special inspection techniques.
(2) Information needed to apply protective treatment.
(3) Data relative to structural fasteners.
(4) A list of special tools needed.
d. Airworthiness limitations (including where appropriate any Airworthiness
Directive or Service Bulletin).
e. Electrical Wiring Interconnection Systems.
67. It is best practice for the TAA to have a close working arrangement with the Mil
CAM and that the process and protocol for the timely provision of the sort of material
outlined above is jointly understood and acceptable.
Guidance 68. 23"-%&3"%055/+=0&+'-%#'$%0%.AB%9+-=/7<+-,%!.AB:%+*%80*"<%'-%0%A15"%

Material Certificate (TC) issued under a different legal framework (such as European Aviation
Safety Agency (EASA)), such a TC may contain OSD as approved data. The OSD
5810(20) available will be dependent on the class of Air System in the following areas:
a. Minimum syllabus of pilot type rating training, including the determination
of type rating;
b. Definition of scope of the Air System validation source data to support the
objective qualification of simulator(s) associated to the pilot type rating training,
or provisional data to support their interim qualification;
c. Minimum syllabus of maintenance certifying staff type rating training,
including determination of type rating;
d. Determination type specific data for cabin crew training;
e. The master minimum equipment list.
f. Other type-related operational suitability elements.
69. The application for approval of such OSD will lead to the validation of this data
in the scope of the military type definition and military operation of the Air System,
taking in to account the difference in assumptions that were the basis for the
previously prepared OSD, as well as the compatibility with Flight Crew (including
Cabin Crew with Airworthiness tasks such as Loadmasters) training and Maintenance
B"$&+#1+-,%*&0##%&$0+-+-,?(%
ANNEX A
MACP PHASES
1. The MACP comprises 6 phases, some of which may run concurrently. The first 2 phases will
commence before Main Gate approval, or before Business Case approval for lower value programmes.
The TAA must reach an agreement with the MAA on the approach to be taken for the key elements of
Phases 1 and 2, before seeking the requisite Main Gate or Business Case approval.
Phase 1 - Identify the requirement for, and obtain, organizational approvals
2. Organizations with Airworthiness responsibilities for the design of new Air Systems or Major
Changes (refer to RA 5820) must comply with RA 5810(2), and hold an appropriate design approval.
Normally these will be through DAOS iaw RA 5850, but alternative approvals may be acceptable where the
TAA can demonstrate to the MAA that they are equivalent and appropriate to the prevailing circumstances.
3. Projects intending to use organizational approvals, or other existing Certification evidence, from a
foreign Military Airworthiness Regulator as credit towards demonstrating compliance with the MACP must,
as a first step, apply to the MAA for that Military Regulator to be formally Recognized. The MAA uses the
European Defence Agency’s (EDA) European Military Airworthiness Document Recognition (EMAD R)
process for Recognition. This EMAD R process is also used, in a slightly modified form, to Recognize
Military Regulators from non-EDA nations. It should be noted that a successful Recognition does not
obviate the requirement to demonstrate compliance with the MRP. Details of extant MAA Recognitions and
their Business Need (ie related Air System) can be found on the MAA intranet website.
4. Organizational approvals, or other existing Certification evidence, from a Civil Airworthiness
Regulator (eg EASA, Federal Aviation Administration (FAA) or UK Civil Aviation Authority (CAA)) can also
be used as credit towards MACP compliance and Projects wishing to use such approvals or evidence
should seek further guidance from the MAA Certification Division.
5. TAAs involved in the introduction of new Air Systems or Major Changes must hold appropriate
Letters of Airworthiness Authority, and ensure that the requirements for an Independent Safety Auditor
(ISA) and Independent Technical Evaluator (ITE) are considered iaw RA 1220.
Phase 2 - Establish and agree the TCB
6. It is necessary to establish the TCB for the Type Design of the Air System or the Major Change. This
must be included in the Air System Airworthiness Strategy and involves: selection of the applicable
Airworthiness codes; a clear statement as to which versions of the selected codes are to be applied; and
the identification of any areas that may fall under the consideration of a Military Certification Review Item
(MCRI).
7. The C+$%61*&">(%TCB should be proposed by the relevant DE&S Operating Centre Director (OC
D) and agreed with the MAA prior to Main Gate (or equivalent) approval for the project. !""#$%&$'(%')*#
amendments (which may require re-investigations17) to the TCB should be proposed by the TAA and
+,-''.#&/#*0'#1!!23#The TCB should 4)5"%.'#+#"4$*#67#*0'#+88"45+&"'#-'(%4-'9')*$18 (paragraphs or
5"+%$'$:#+"6),#;4*0#+#.'$5-48*46)#+).#+)/3 applicable Special Conditions derived through the MCRI
process. The process includes:
a. Selection of Applicable Airworthiness Code(s). Def Stan 00-970 is the default
Airworthiness code, but other specifications or standards may be proposed. These need to be
shown to deliver an acceptable level of safety and are consistent with the intent of the benchmark
requirements of Def Stan 00-970. It is incumbent on the TAA to articulate in the TCB, through the
MCRIs, how equivalence will be demonstrated. Equivalence evidence should be presented in a
clear, traceable format and made available to the MAA for review, together with the appropriate
underpinning compliance evidence documents. This may be by comparison of elements of Def Stan
00-970 or to other Standards referenced in Def Stan 00-970 as suitable, to the Airworthiness codes
to which the Air System was designed.
b. Version of Airworthiness Code to be applied. Normally, the most recent version of an
Airworthiness code will be applied. Exceptionally, an earlier version may be acceptable for
compatibility with the baseline design of the Air System. In these cases the TAA will be required to
17
<.')*4745+*46)#67#-'=4)>'$*4,+*46)$#)'5'$$+-/#*6#.'96)$*-+*'#5698"4+)5'#;4*0#*0'#+77'5*'.#!4-;6-*04)'$$#-'(%4-'9')*$#67#*0'#
certification basis for which a new demonstration is necessary.
18
In the case of a Major Change this would include all those requirements from the agreed Airworthiness Code that are affected by
*0'#96.4745+*46)23#
demonstrate that this is the most appropriate approach and that any associated risks are managed
appropriately.
c. MCRIs. MCRIs should be used as a tool for all occasions where Certification issues require
clarification and/or interpretation. The MCRI will record the reason why a Certification requirement is
under review, how it will be addressed and the final outcome of agreement between the MAA and
TAA. The output of the MCRI may result in Special Conditions that will be applicable to the TCB and
recorded in the TCB itself. The MCRI should clearly state the detail of the Airworthiness codes
being used. Where the TAA intends to use requirements other than those in Def Stan 00-970
(including the other Standards it refers to) these must be articulated as a deviation, with an
explanation of how equivalence will be demonstrated as discussed at Para 7a above. Where extant
Airworthiness codes are judged to be inadequate Special Conditions will be introduced into the TCB.
Where extant Airworthiness codes cannot be met, but the TAA believes that equivalent levels of
safety can be demonstrated, they will be identified as Equivalent Safety Findings (ESF). When a
TAA intends to propose new Interpretive Material and Means of Compliance to the TCB, this must
be articulated in the MCRIs.
8. All subsequent amendments to the TCB will be proposed by the TAA and agreed by the MAA.
9. Period of Validity of TCB. In all cases the TCB will be effective for a period of 5 years from the date
of MTC application. If MTC is not achieved within that timescale, a review of the changes to the
Airworthiness codes that defined the TCB will be required to assess any shortfall against contemporary
requirements. The MAA will agree with the TAA which of these changes need to be adopted as part of an
updated TCB.
Phase 3 - Agree the CP
10. The CP will be owned and managed by the TAA and agreed with the MAA, and will usually form part
of the Integrated Test, Evaluation and Acceptance Plan (ITEAP).
11. For a particular project, the CP includes:
a. A Plan containing the following information:
(1) Description of the project and the kind of operations envisaged.
(2) The proposed Certification specifications, special conditions and equivalent safety
findings.
(3) The description on how compliance will be demonstrated, with proposed means of
compliance. The description of the means of compliance should be sufficient to determine
that all necessary data will be collected and compliance will be demonstrated.
(4) A compliance checklist addressing each paragraph of the TCB, with reference to the
means of compliance and to the related compliance documents.
(5) Identification of relevant personnel making decisions affecting Airworthiness.
b. A project schedule including major milestones.
12. The CP can be developed step by step, when the information needed is not available at the
beginning of the project.
13. For a simple project, the CP can be proposed with the application.
14. The CP can be based on modules that can be updated independently.
15. For each element of the TCB, the CP will identify the following, typically in the form of a compliance
checklist or matrix:
a. The proposed Means of Compliance, which may include:
(1) Compliance statement, design review, calculation, analysis, safety assessment,
simulation, inspection or equipment qualification.
(2) Laboratory test, ground test on the Air System or flight test.
The above relate to evidence from trials, tests and calculations. In the case of tests, the TAA must
assure himself, where appropriate, that the independent checking function of the DO determines that
either the test specimen conforms to the Type Design, or that any deviations from the Type Design
do not influence the test.
b. The compliance documents or evidence to be presented.
16. The CP will also identify when the compliance documents or evidence will be available and include
periodic progress reviews between the MAA, TAA and other relevant organizations.
Phase 4 – Demonstrate Compliance
17. In order to demonstrate compliance, the TAA must provide the MAA with the evidence identified in
the CP. The extent to which the MAA will audit that evidence will be informed by both the extent of the 3rd
party assurance that the TAA has put in place and a broader risk assessment conducted by the MAA.
TAAs will be expected to ensure the design is subject to independent technical evaluation and audit (refer
to RA 1220), and DOs will be expected to have undertaken independent internal compliance verification
(refer to RA 5850) of all evidence prior to submission. Where the Certification evidence does not
demonstrate compliance with the TCB, a RMTC may be issued.
18. Compliance documentation comprises of one or more reports, drawings, specifications, calculations,
analysis etc. and provides a record of the means by which compliance with the TCB is demonstrated.
19. Each compliance document should normally contain:
a. An adequate link with the corresponding CP.
b. The reference of the Airworthiness codes, special conditions addressed by the document.
c. Data demonstrating compliance.
d. A statement declaring that the document provides the proof of compliance for which it has
been created.
20. Each compliance document should have a number and issue date. The various issues of a
document should be controlled.
21. A TC or Supplemental TC (STC) issued by a recognized civilian or foreign military authority may,
with appropriate justification, be presented as evidence, in part or in full, of compliance with the TCB for a
military Air System. EASA, FAA and the UK CAA are automatically recognized by the MAA as providing an
appropriate degree of independent scrutiny and assurance that the Type Design complies with a civil TCB
as defined in the TC. Certification work undertaken by other civil aviation authorities can be considered if
that Certification has been validated by EASA. Further work on civil-certified aircraft will normally focus on
military differences associated with military mission equipment for which no civil Airworthiness code exists,
and the military usage spectrum which may differ from the assumed civil usage spectrum, which is an
assumption underpinning the civil TC. For Air Systems with a TC issued by civilian (other than EASA, FAA
or UK CAA) or foreign military authorities, the relevant authority will likely require further assessment under
arrangements agreed in Phase 1. Accordingly, when wishing to use an artefact from a foreign military
authority the MAA may wish to recognize this Authority using the process set down at Para 3 to this Annex.
22. At the conclusion of this Phase, the TAA must produce a TCE that demonstrates compliance with
each element of the TCB, identifying any Airworthiness provisions not complied with that are compensated
for by factors that provide an equivalent level of safety.
Phase 5 – MAA Review of Certification Evidence
Review TCE and Produce TCR
23. The MAA will review the TCE to confirm that the design conforms to the TCB, and to determine any
areas where compliance evidence is incomplete. The outcome of the MAA’s analysis will be a formal TCR
that will underpin the subsequent issue of an MTC or RMTC as appropriate.
Audit RTSR and Issue MTC
24. The initial RTSR will be submitted to the MAA (except where it has been agreed between the MAA
and TAA that it is not necessary) and access to the relevant Equipment Safety Assessment and ADS will
be provided. A positive assessment of the RTSR and supporting documentation to the satisfaction of the
MAA will result in the issue of a MTC (Full or Restricted).
Phase 6 – Post Certification Activities
25. After a new Air System has been certified there will be on-going involvement from the MAA if and
when Major Changes to the Type Design need approval, and in monitoring Type Airworthiness throughout
the Air System’s lifecycle. This latter activity could include assurance activities, such as attendance at:
Type Airworthiness Reviews; safety meetings; Structural, Systems and Propulsion Integrity Working
Groups; condition surveys; Ageing Aircraft Audits and MAA oversight and assurance activities.
RA 5820 - Changes in Type Design (MRP 21 Subpart D)

Rationale During the life of an Air System (including related products, parts and appliances)
there will be changes in the Type Design. It is important that any such changes meet
the appropriate safety requirements to ensure the Airworthiness implications of the
change are fully recognized. Any such changes are subject to classification and
approval prior to the implementation of the change.
Contents 5820(1): Classification of Changes in Type Design
5820(2): Application
5820(3): Minor Changes
5820(4): Major Changes
5820(5): Designation of Applicable Airworthiness Codes
5820(6): Issue of Approval of Major Change
Regulation Classification of Changes in Type Design

5820(1) 5820(1) Any change in Type Design shall be classified as ‘minor’ or
‘major’ and the classification approved by the Type
Airworthiness Authority (TAA) or Design Organization (DO)
under privilege1, to determine the route to approval.
Acceptable Classification of Changes in Type Design

Means of 1. A change that has no appreciable effect on the mass, balance, structural
Compliance strength, operational characteristics, or other characteristics affecting the
Airworthiness of the Air System should be classified as a Minor Change.
5820(1)
2. All other changes should be classified as a Major Change.
3. Minor and Major Changes should be managed in accordance with (iaw) RA
5820(3) or RA 5820(4) respectively, and should be adequately identified.
4. Reasons for a classification decision should be recorded on Military Aviation
Authority (MAA) Form 30 and approved by the TAA, or the DO under privilege for
Minor Changes and presented to the TAA to ensure configuration control. The reasons
justifying the decisions should be recorded together with other documents related to
the associated Certification activity.
5. In case of any doubt over the classification of change, the TAA should seek
advice from the MAA, Certification Division. The MAA reserves the authority to re-
classify a change if it is deemed appropriate to do so.
Certification Assurance of Major Changes
6. Changes in Type Design classified and approved by the TAA as major should
be notified to the MAA using MAA Form 30. The MAA will review the change and
determine whether it is appropriate to carry out Certification assurance using the
Military Air Systems Certification Process (MACP) – refer to RA 58102, or whether the
Major Change can proceed under TAA !""#$%&'()*+,-).!!)/0($"+1-,23
1
For the DO scope of privileges refer to RA 5850 – Military Design Approved Organization (MRP 21 Subpart J).
2
4(5($),63)RA 5810 – Military Type Certificates (MRP 21 Subpart B).
Guidance Classification of Changes in Type Design

Material 7. The implementation process for In-Service Design Changes is detailed in
5820(1) RA 53123. The change process for a Design Modification or a Service Modification is
detailed in RA 53134 or RA 53085, respectively.
Purpose of Classification
8. Classification of changes in Type Design as minor or major is required to
determine the approval and assurance route to be followed in either RA 5820(3) or
RA 5820(4) respectively. The need for MAA assurance of the Certification of a design
change is related to the Airworthiness implications of the change, including any
associated with integration of new equipment or capabilities into the baseline design of
the Air System.
Introduction
9. RA 5820(1) identifies the criteria for the classification of changes in Type Design
as minor and major. This Guidance Material is intended to provide guidance on what
constitutes an appreciable effect on Airworthiness of the Air System, where
‘Airworthiness’ is interpreted in the context of conformity with the Type Design and in a
condition for safe operation. It provides complementary guidelines to assess a design
change in order to fulfil these requirements where classification is the first step of a
procedure.
10. The MACP detailed in Annex A of RA 5810 is a very similar process to that
previously detailed in Annex A of RA 15006. For legacy Air Systems undergoing a
Major Change in Type Design that have passed Main Gate approval (or Business
Case approval for lower value programmes), whether or not they have previously been
issued with a Statement of Type Design Assurance, it is acceptable subject to
agreement with the MAA, to continue using the obsolescent RA 1500 as the reference
RA for Certification activity leading to the issue of an Approved Design Change
Certificate (ADCC).
11. For classification of Repairs see RA 58657.
12. For the use of articles approved under a (European) Technical Standard Order
((E)TSO) see RA 58758.
Changes in Type Design
13. RA 5810(12) defines what constitutes the Type Design. Alteration to any data
included within the scope of RA 5810 is considered a change to the Type Design.
14. RA 5820(1) requires all changes to be classified as either minor or major, using
the criteria of the Regulation and the complementary guidance. Figure 1 illustrates the
classification process.
15. A change to the Type Design is judged to have an “appreciable effect on other
characteristics affecting the Airworthiness of the product” and therefore is to be
classified major, in particular but not only, when one or more of the following
conditions are met:
a. Where the change requires an adjustment of the Type Certification Basis
(TCB) – (such as Special Condition, equivalent safety finding 6$)(7(',+&1),6)
comply with Airworthiness requirements that are derived from an earlier or later
%8(&98(&,),6)%&)!+$*6$,-+&(""):69(;23
b. Where the Applicant proposes a new interpretation of the Airworthiness
requirements used for the TCB that has not been published as AMC material or
otherwise agreed with the MAA.
3
4(5($),63)RA 5312 – In-Service Design Changes.
4
4(5($),63)RA 5313 – Design Modifications.
5
4(5($),63)RA 5308 – Service Modifications.
6
4(5($),63)RA 1500 – Certification of UK Military Registered Air Systems.
7
4(5($),63)RA 5865 – Repairs (MRP 21 Subpart M).
8
4(5($),63)RA 5875 – (European) Technical Standard Order (MRP 21 Subpart O).
Guidance c. Where the demonstration of compliance uses methods that have not
Material been previously accepted as appropriate for the nature of the change to the
product or for similar changes to other products designed by the Applicant.
5820(1)
d. Where the extent of new substantiation data necessary to comply with the
applicable Airworthiness requirements and the degree to which the original
substantiation data has to be re-assessed and re-evaluated is considerable.
e. The change alters the Airworthiness Limitations or the Operating
Limitations.
f. Where the change introduces or affects functions where the failure effect
is classified catastrophic or critical9.
g. The change is sufficient to result in a Mark number change or the addition
of a suffix to the Mark number.
h. The change involves multiple systems and areas, eg as part of a mid-life
update, capability sustainment programme or US-style block upgrade
programme, but does not result in a Mark number change.
i. The change involves any of the following:
(1) Structural changes to the air vehicle that could invalidate previous
Airworthiness assessments, such as significant increases in air vehicle all
up mass, manoeuvre limits or cleared life.
(2) Any modification to the weapons release or firing system, other
than Minor Changes to the hardware installation such as the routing of
the wiring.
(3) The change involves perfective or adaptive software related
changes that: impact software criticality (eg a move between RTCA DO-
178C Design Assurance Levels); or affect safety related functionality
other than changes to parameters that lie within continuous data ranges
already tested in previously certified software.
16. For an understanding of how to apply the above conditions it is useful to take
note of the examples of Major Change given in Annex A.
Cumulative Change Consideration
17. When identifying the changes being proposed as part of a modification,
consideration is to be given to any previous relevant changes that could create a
cumulative effect, as these may influence the decisions regarding the classification of
the change later in the process.
18. By previous relevant changes, it is meant those design changes whose effects
accumulate, such as successive thrust increases, incremental mass increases, or
sectional increases in fuselage length. Any previous relevant design changes in the
area affected by the current change that did not involve an upgrade of the existing
TCB are to be taken into account in the next design change proposal.
19. An example of this would be: A 5% mass increase is currently being proposed,
but a previous 10% and another 15% mass increase has already been incorporated
into this aircraft without upgrading the existing TCB. In the current proposal for a 5%
mass increase, the cumulative effects of the two previous mass increases that did not
involve upgrade of the TCB would result in increase in mass equivalent to 30% from
the original TCB, for the purpose of making the classification decisions. Additionally,
incremental amendments to the applicable Airworthiness Codes may, together, cause
a significant disparity with the extant TCB. Note that the cumulative effects to be
considered are only those incremental increases from the last time the applicable
Airworthiness Codes in the TCB were upgraded.
9
Refer to RA 1210 – Ownership and Management of Operating Risk (Risk to Life) for definition of catastrophic and critical.
Guidance
Material
5820(1)
Certification Assurance of Major Changes

20. Certification review activity by the MAA is a key assurance tool to ensure that
Major Changes to an Air System’s design achieve appropriate safety requirements. It
provides a technical review of the safety implications of the design change,
independent from project delivery responsibilities, and allows the change to benefit
from learning from other projects that are undergoing, or have undergone, Certification
activity. Release to Service Authorities and Operating Duty Holders will make use of
this work, in addition to the Delivery Teams (DT).
21. In order to achieve this, the MAA Certification Division is responsible for
Certification of both new Air Systems and changes to existing designs. The MAA
Certification Division centres its assurance activities on those areas that present the
highest Air Safety risk. Air Systems entering UK service are a key focus due to both
the risk they present and the potential for Certification activity to shape Airworthiness
for the life-cycle of the system.
22. It is appropriate for the MAA to certify Major Changes that present higher
potential risk. This approach was introduced in the original MAA Certification
regulations10 which defined such changes as major and subject to MAA Certification
assurance. Experience gained since the introduction of RA 1500 now makes it
appropriate to align the definition of major as far as is possible with European Military
Airworthiness Requirements (EMAR) 21 and European Aviation Safety Agency
(EASA) Part 21 civil regulations, and to draw a clear distinction between classification
of the design change and the requirement for independent MAA assurance. It is
envisaged that only a proportion of Major Changes will be subject to MAA Certification
activity and the approach is shown graphically at Figure 2:
10
Both RA 1500 and its precursor MAA/RI/07/11 (DG) were developed following the recommendation (21.E.6 page 523) in the
Haddon-Cave Nimrod Review 2009.
Guidance
Material
5820(1)
23. The decision as to whether the MAA will assure a Major Change will depend on
a range of factors, centring on the nature and complexity of the change and the
performance of the TAA or <=3 and the supporting DO. MAA Certification activity
will focus on those Major Changes that:
a. Will result in a new Mark or suffix to a Mark number.
b. Involve multiple systems and areas of the design.
c. Have a failure effect that is assessed as catastrophic or critical.
d. Result from high-profile accidents or incidents.
e. Involve novel or unusual technologies.
Regulation Application
5820(2) 5820(2) An application for a proposed Major Change in Type Design
shall be made by the TAA using MAA Form 30.
Acceptable Application
Means of 24. The application should include:
Compliance a. A description of the change identifying:
5820(2) (1) All parts of the Type Design and the approved manuals affected by
the change.
(2) The Airworthiness Codes with which the change is intended to
comply iaw RA 5820(5).
b. 3
c. An explanation of which of the conditions listed in RA 5820(1) para 15
has driven the classification to major.
Guidance Application
Material 25. ) 3
5820(2) Effective Period for an Application for Change in Type Design
26. An application for change in Type Design is effective for 5 years. This is
intended to ensure that the TCB for the changed product is as current as practicable.
iaw RA 5820(5), in a case where the change has not been approved, or it is clear that
it will not be approved under the time limit, the TAA may:
Guidance a. File a new application for a change in Type Design and comply with all
Material the provisions of RA 5820(5) applicable to an original application for a change;
or
5820(2)
b. File for an extension of the original application and comply with the
provisions of paragraph (a) for an effective date of application, to be agreed with
the MAA.
27. This is consistent with the requirements of RA 5810 for a new Military Type
Certificate (MTC) and defines the process of updating the TCB if these time limits are
exceeded.
MAA Review
28. The MAA will review the MAA Form 30 and, within 20 working days, notify the
TAA whether the Major Change will be subject to MAA Certification assurance activity.
Regulation Minor Changes

5820(3) 5820(3) Minor changes in a Type Design shall be classified and
approved by either:
a. The TAA.
b. An appropriately approved DO under privilege.
Acceptable Minor Changes

Means of 29. When a Minor Change is introduced into the Air System by an approved DO
Compliance under the privilege procedure agreed with the MAA (refer to RA 58501) and invoked by
the TAA, they should inform the TAA to ensure that configuration control is
5820(3) maintained.
30. For Minor Changes which will not be routinely assured by the MAA, the TAA
should ensure that the proposed Minor Change has undergone a thorough evaluation
process in line with the MACP, detailed within RA 5810, as for a Major Change. The
appropriate classification and approval of changes in Type Design will be subject to
routine MAA assurance and audit.
31. A Minor Change in Type Design should be approved only when it has been
shown that the changed product meets the applicable Airworthiness Codes, as
specified in RA 5820(5).
Guidance Minor Changes

Material 32. When the approved DO is introducing a Minor Change into the Air System
5820(3) under privilege, the role of the <=3 Independent Technical Evaluator (refer to RA
122011) may, in agreement with the TAA, be satisfied by the independent assessment
conducted by the DO Compliance Verification Engineer (as detailed in RA 58501).
Regulation Major Changes

5820(4) 5820(4) The TAA applying for approval of a Major Change shall
submit substantiating data together with any necessary
descriptive data for inclusion in the Type Design to the MAA.
Acceptable Major Changes

Means of 33. The TAA should demonstrate that the Major Change in Type Design as defined
Compliance in RA 580012, complies with applicable Airworthiness Codes, as specified in
RA 5820(5).
5820(4)
34. The TAA should declare, in a Compliance Statement, that compliance with the
applicable TCB has been demonstrated.
11
4(5($),63)RA 1220 – Project Team Airworthiness and Safety.
12
4(5($),63)RA 5800 – General Requirements – Delivery3 Teams and Organizations (MRP 21).
Acceptable 35. The TAA should demonstrate that the change complies with the requirements
Means of of the MACP detailed within RA 5810.
Compliance 36. For Major Changes where the MAA has determined that it will not carry out
Certification assurance activity, the TAA should ensure that the proposed Major
5820(4) Change has undergone a thorough evaluation process in line with the MACP detailed
within RA 5810. In such cases, the TAA should notify the MAA when the design
change has been approved and, when applicable, a Release To Service
Recommendation has been submitted.
Guidance Major Changes

Material 37. As the MTC holder, only the TAA may apply for approval of a Major Change in
5820(4) Type Design.
38. >6$).%?6$):-%&1(")&6,)$(@#+$+&1)76&1)%&9)'68A7(B)'68A7+%&'()
demonstration activities, a Certification programme, as described in RA 5810(7) AMC,
can be submitted with the application in a simplified format. The Certification
Programme will contain at least the following elements:
a. Purpose of change.
b. Description of change.
c. Applicability.
d. Applicable Airworthiness requirements, special conditions, equivalent
safety findings and environmental protection requirements.
e. The description on how compliance will be demonstrated with selected
means of compliance and reference to compliance documents.
f. C5)$(7(0%&,D),-()9(7+0($E)"'-(9#7()65)'68A7+%&'()96'#8(&,"23
39. Approval of a Major Change in a Type Design is limited to that or those specific
configuration(s) in the Type Design upon which the change is made.
Regulation Designation of Applicable Airworthiness Codes

5820(5) 5820(5) The TAA shall ensure that the application for the change in
Type Design (known as the 'changed product'), complies with
the Airworthiness Codes that are applicable and in effect at
the date of the application for the change) #&7("")
compliance with Airworthiness Codes of later effective
%8(&98(&,")+")'-6"(&23
Acceptable Designation of Applicable Airworthiness Codes

Means of 40. If the TAA chooses to use an earlier amendment of the Airworthiness Code
Compliance defined in RA 5820(5), he should show that the changed product complies with the
earlier amendment of the Airworthiness Code, and of any other requirement the MAA
5820(5) finds is directly related. However, the earlier amended Airworthiness Code should not
precede the corresponding Airworthiness Code of the Type Design.
41. C5),-()=!!)'-66"("),6)'68A7E)*+,-)!+$*6$,-+&("")$(@#+$(8(&,"),-%,)%$()
derived from an amendment to an Airworthiness Code that is effective after the filing
of the application for a change to a type, the TAA should also comply with any other
!+$*6$,-+&("")$(@#+$(8(&,"),-%,),-().!!)5+&9")+")9+$(',7E)$(7%,(923
42. If the MAA finds that the Airworthiness Codes referenced in the TCB do not
provide adequate standards with respect to the proposed change, the TAA should
also comply with any special conditions, and amendments to those special conditions,
prescribed under the provisions of RA 5810, to provide a level of safety equivalent to
that established in the Airworthiness Codes in effect at the date of the application for
the change.
Guidance Designation of Applicable Airworthiness Codes

Material Establishment of the TCB under the Changed Product Rule (CPR)
5820(5) 43. The following provides guidance for the application of the CPR for
changes in Type Design and to help identify if it will be necessary to apply for a
new MTC. The guidance and the diagram in Figure 3 can be used to establish
the TCB for changes in Type Design, in detailing evaluations, classifications,
and decisions made throughout the process.
44. RA 5820(5) requires a change in Type Design to comply with the Airworthiness
Codes that are applicable to the changed product and that are in effect at the date of
the application, unless the change meets the criteria for the exceptions identified.
45. The TAA can comply with an earlier amendment of the Airworthiness Code
consistent with the requirements of RA 5820, when one of the following apply:
Guidance a. A change is not significant13.

Material b. An area, system, part or appliance is not affected by the change.
5820(5) c. Compliance with the latest amendment for a significant change does not
contribute materially to the level of safety.
d. Compliance with the latest amendment would be impractical.
46. RA 5820 allows a changed product to comply with an earlier amendment of the
applicable Airworthiness Code, provided the criteria in RA 5820(5) are met and the
earlier amendment is considered adequate. Note that earlier amendments may not
precede the corresponding amendment of the Airworthiness Code incorporated by
reference in the MTC.
47. If a change introduces a feature that was not addressed in the previous issue of
the Airworthiness Code listed in the original TCB, but is addressed in the current
issue, then the current issue would be applicable.
48. However, when a proposed design change involves features or characteristics
considered novel or unusual, or the intended use of the changed product is
unconventional, or experience from other similar products in service or products
having similar design features has shown that unsafe conditions may develop, and the
proposed Airworthiness standards do not contain adequate or appropriate standards
for the changed product, later amendments and or special conditions will be applied.
49. The use of special conditions, under RA 5810, provides for when the proposed
amendment of the applicable Airworthiness Code and any later amendment do not
provide adequate standards to the proposed change.
Special Conditions
50. The application of special conditions, under RA 5810, provides for when the
proposed amendment allows for the application of special conditions, or for changes to
existing special conditions, to address the changed designs where the proposed TCB
does not provide adequate standards for an area, system, part or appliance related to
the change and no adequate standard exist in any subsequent amendment of the
applicable Airworthiness Code up to the Airworthiness Code in effect on the date of
the application for the change. The objective is to achieve a level of safety consistent
with that provided for other areas, systems, parts or appliances affected by the change
by the other Certification requirements of the proposed TCB.
51. The application of special conditions, or for a change to existing special
conditions, is not, in itself, a reason for it to be classified as either a substantial
change14 or a significant change. When the change is significant with earlier
Certification requirements allowed through exceptions, or not significant, the level of
safety intended by the special conditions are to be consistent with the agreed TCB.
Note that special conditions may also be applied under RA 5810 when the intended
use of the changed product is unconventional or experience from other similar
products in service or products having similar design features has shown that unsafe
conditions may develop.
Documentation
52. All changes that result in a revision to the TCB are to be reflected on the
amended MTC. The resulting TCB is to be retained as it forms part of the compliance
record required by the TAA.
Regulation Issue of Approval of Major Change

5820(6) 5820(6) Any Major Change in Type Design shall be considered for
approval only when the TAA has ensured that the changed
product meets the applicable Airworthiness Codes.
13
A change is considered ‘significant’ if the change relates to one or more of the following: general configuration, principles of
construction, or the assumptions used for Certification (including usage).
14
A change is considered substantial if it is so extensive that a substantially complete investigation of compliance with the applicable
TCB is required (refer to RA 5810(8)).
Acceptable Issue of Approval of Major Change

Means of 53. The TAA should ensure that:
Compliance a. Any Airworthiness provisions not complied with are compensated for by
5820(6) factors that provide an equivalent level of safety.
b. No feature or characteristic makes the product unsafe for the uses which
Certification is required.
Guidance Issue of Approval of Major Change

Material 54. A Major Change in Type Design will not be certified by the MAA until the Type is
5820(6) brought Under Ministry Control (UMC) - refer to RA 530115.
55. Successful completion of the MACP for a Major Change in Type Design will
usually result in the MAA up-issuing the MTC if one exists, or issuing an ADCC in
cases where an MTC has not been issued. In either case, this will be underpinned by
the production of a Type Certification Report (TCR).
56. Approval of a Major Change will be limited to the scope of the change in Type
Design. However, where the change in Type Design of an Air System without an MTC
is so extensive that a substantial investigation of the Air System is required (for
example where the change results in the introduction of a new Mark), then the
outcome of the MACP is likely to be the issue of an MTC rather than an ADCC.

5820(7) 5820(7) For each minor or Major Change, all relevant design
information, drawings and test reports, including inspection
records for the changed product tested, shall be held by the
appropriate DO such that the TAA has access.

Compliance necessary to ensure the type Airworthiness of the Air System and should be retained
for a minimum of 5 years beyond the aircraft’s Out-of-Service date.
5820(7)

Material 58. Nil.
5820(7)

5820(8) 5820(8) The approved DO responsible for the change shall provide
the variations to Instructions for Sustaining Type
Airworthiness (ISTA) for the product, on which the change is
to be installed, prepared iaw the applicable TCB, to the TAA.

Means of 59. Variations to the ISTA should be made available by the DO to the TAA at the
Compliance earliest opportunity.
5820(8) 60. The TAA should ensure the DO complies with the requirements of RA 540116.
61. The TAA should promulgate any changes to the ISTA to the appropriate
Military Continuing Airworthiness Manager (Mil CAM), as soon as reasonably
practicable.
15
4(5($),63)RA 5301 – Control of Designs.
16
4(5($),63)RA 5401 – Provision of Technical Information.
Acceptable 62. A programme showing how changes to the variations of the ISTA are
Means of promulgated should be submitted to the TAA.
Compliance 63. The availability of some manuals or portions of the variations to the ISTA,
dealing with overhaul or other forms of heavy maintenance, may be delayed until after
5820(8) the product has entered into service, but should be available in reasonable time at
which the associated maintenance needs to happen before any of the products
reaches the relevant age or flight hours or cycles.
64. For both Military Registered Civil Owned Aircraft operated in the service
environment and civil derivative aircraft the core design might have changed before
MOD usage (or during MOD usage by following MAA Certification guidance) and rely
on a Supplemental Type Certificate (STC)17. In these circumstances the TAA should
ensure that the ISTA relevant to all applicable STCs are up to date and part of the
overall ISTA for the Air System, and provided to the Mil CAM. The TAA should ensure
that he is aware of any design configuration changes and should approve them
before being applied to the aircraft.

Material 65. For a description of what constitutes ISTA refer to RA 5810.
5820(8) 66. It is best practice for the TAA to have a close working arrangement with the Mil
CAM and that the process and protocol for the timely provision of the sort of material
outlined above is jointly understood and acceptable.
17
Often in the civil regulated framework, the STC Holder is not the Air System TC Holder for managing the Type Airworthiness
(including ISTA – known as Instructions for Continued Airworthiness in the civil framework) of the STC changes.
ANNEX A
EXAMPLES OF MAJOR CHANGES
1. The information below is intended to provide a few Major Change examples; however, it is not
intended to present a comprehensive list of all Major Changes. Examples are identified by discipline and
are applicable to all products (aircraft, engines and propellers). However, a particular change may involve
more than one discipline, eg a change to engine controls may be covered in engines and systems
(software).
2. Those involved with classification are to always be aware of the interaction between disciplines and
the consequences this will have when assessing the effects of a change (ie operations and structures,
systems and structures, systems and systems, etc; see examples below):
a. Structure
(1) Changes such as a cargo door cut-out, fuselage plugs, change of dihedral, addition of floats.
(2) Changes to materials, processes or methods of manufacture of primary structural elements,
such as spars, frames and critical parts.
(3) Changes that adversely affect fatigue or damage tolerance or life limit characteristics.
(4) Changes that adversely affect aero-elastic characteristics.
(5) Changes that affect primary structural element loads and their path.
b. Cabin Safety
(1) Changes which introduce a new cabin layout of sufficient change to require a re-assessment
of emergency evacuation capability or which adversely affect other aspects of passenger or
crew safety.
Items to consider include, but are not limited to:
i. Changes to or introduction of dynamically tested seats.
ii. Change to the pitch between seat rows.
iii. Change of distance between seat and adjacent obstacle like a divider.
iv. Changes to cabin lay outs that affect evacuation path or access to exits.
v. Installation of new galleys, toilets, wardrobes, etc.
vi. Installation of new type of electrically powered galley insert.
(2) Changes to the pressurisation control system which adversely affect previously approved
limitations.
c. Flight
(1) Changes which adversely affect the approved performance, such as high altitude operation,
brake changes that affect braking performance, deck landing, operation with night vision
devices, air to air refuelling, low level flight.
(2) Changes which adversely affect the flight envelope.
(3) Changes which adversely affect the handling qualities of the product including changes to the
flight controls function (gains adjustments, functional modification to software) or changes to
the flight protection or warning system.
d. Systems
(1) For systems assessed under the applicable Airworthiness requirements the classification
process is based on the functional aspects of the change and its potential effects on safety.
(2) Where the failure effect is catastrophic or critical, the change is to be classified as major.
(3) Where the failure effect is 'major', the change is to be classified as major if:
i. Aspects of the compliance demonstration, use means or methods that have not been
previously accepted for the nature of the change to the system; or
ii. The change affects the pilot system interface (displays, controls, approved procedures);
or
iii. The change introduces new types of functions or systems such as Global Positioning
Systems primary, Terrain Collision Avoidance Systems, Predictive wind-shear, Head-Up
Displays.
(4) The assessment of the criteria for software changes to systems also needs to be performed.
(5) When software is involved, account is to be taken also of the following guidelines:
(6) Where a change is made to software produced iaw the guidelines of RTCA DO-178C
"Software Considerations in Airborne Systems and Equipment Certification", the change is to
be classified as major if either of the following apply, and the failure effect is catastrophic or
critical:
i. The executable code for software, determined to be Level A or Level B iaw the guidelines,
is changed unless that change involves only a variation of a parameter value within a
range already verified for the previous Certification standard; or
ii. The software is upgraded to or downgraded from Level A, Level B or Level C; or
iii. The executable code, determined to be level C, is deeply changed, eg after a software
reengineering process accompanying a change of processor.
(7) For software developed to guidelines other than RTCA DO-178C Design Assurance Levels,
the Applicant is to assess changes iaw the foregoing principles.
(8) For other codes the principles noted above may be used. However, due consideration is to be
given to specific requirements or interpretations.
e. Propellers
Changes to:
(1) Diameter.
(2) Aerofoil.
(3) Planform.
(4) Material.
(5) Blade retention system, etc.
f. Engines
Changes:
(1) That adversely affect operating speeds, temperatures, and other limitations.
(2) That affect or introduce parts (as identified by the applicable Airworthiness requirements)
where the failure effect has been shown to be catastrophic or critical.
(3) That affect or introduce engine critical parts (as identified by the applicable Airworthiness
requirements) or their life limits.
(4) To a structural part which requires a re-substantiation of the fatigue and static load
determination used during Certification.
(5) To any part of the engine which adversely affects the existing containment capability of the
structure.
(6) That adversely affect the fuel, oil and air systems, which alter the method of operation, or
require reinvestigation against the TCB.
(7) That introduce new materials or processes, particularly on critical components.
g. Rotors and Drive Systems
Changes that:
(1) Adversely affect fatigue evaluation unless the service life or inspection interval are
unchanged. This includes changes to materials, processes or methods of manufacture of
parts, such as:
i. Rotor blades.
ii. Rotor hubs including dampers and controls.
iii. Gears.
iv. Drive shafts,

v. Couplings.
(2) Affect systems the failure of which may have catastrophic or critical effects. The design
assessment will include:
i. Cooling system.
ii. Lubrication system.
iii. Rotor controls.
(3) Adversely affect the results of the rotor drive system endurance test.
(4) Adversely affect the results of the shafting critical speed analysis.
h. Power plant Installation
Changes which include:
(1) Control system changes which affect the engine or propeller or airframe interface.
(2) New instrumentation displaying operating limits.
(3) Modifications to the fuel system and tanks (number, size and configuration).
(4) Change of engine or propeller type.
i. Operational characteristics
Integration or modification of mission equipment that could adversely affect safety of third parties
include, but are not limited to:
(1) Installation of in-flight refuelling capabilities.
(2) Installation of new external tanks.
(3) Installation of new weapons and stores.
(4) Installation of new equipment that may affect Electromagnetic Environmental Effects (E3)
integrity (eg new radar) installation of aerial delivery systems.
(5) Installation of flare and chaff system.
(6) Installation of systems integrating a high power laser.
(7) Modification to the release device of a jettisoning tank.
RA 5835 – Military Production Organization (MRP 21 Subpart G)
Rationale Although the MAA does not currently require the specific approval of Production
Organizations (PO), it is essential that the engineering process link between design
and production is established. This ensures that a level of assurance is recognized
and that Air Systems (and related products, parts and appliances) are produced by
competent organizations and show conformity to the applicable design data.
Contents 5835(1): Military Production Organization
Regulation Military Production Organization

5835(1) 5835(1) A PO for Air Systems (and related products, parts and
appliances) shall demonstrate to the Type Airworthiness
Authority (TAA) or Commodity Project Team Leader (PTL),
as appropriate, that it complies with a recognized Quality
Management System (QMS).
Acceptable Military Production Organization

Means of 1. If a PO has an EASA Part 21 Subpart G approval, or EMAR 21 Subpart G
Compliance approval from an Authority that the MAA has formally accepted under the recognition
process, they should submit their Production Organization Exposition (POE) to the
5835(1) TAA or Commodity PTL, as appropriate, to confirm that its scope is appropriate.
2. If the PO does not hold an EASA Part 21 Subpart G approval, it should hold
QMS certification (as defined by the Defence Authority for Technical and Quality
Assurance Mandatory Requirement for Appropriate Certification) to AS/EN 9100.
3. The PO should demonstrate that it has established and is able to maintain a
QMS to ensure that each product, part and appliance conforms to the applicable
design data and is in a condition for safe operation.
4. The PO should have a formal agreement in place with the appropriate Design
1
Organization (see RA 5805 ) to ensure that it has a process in place to reliably use
the applicable design data to manufacture a product.
Guidance Military Production Organization

Material 5. The POE may follow the format as defined in EASA Part 21 Subpart G.
5835(1) 6. If several TAAs are relying on the same division of a company as a PO, they
might decide to co-ordinate work to achieve compliance with RA 5835(1).
1
RA 5805 – Responsibilities of the Holders of a Military Type Certificate and MAA Design Organization Approvals
(MRP 21 Subpart A).
RA 5835 Initial Issue UNCONTROLLED COPY WHEN PRINTED Page 1 of 2
Page 2 of 2 UNCONTROLLED COPY WHEN PRINTED RA 5835 Initial Issue
RA 5840 – Certificate of Airworthiness (MRP 21 Subpart H)
Rationale A Certificate of Airworthiness (CofA) is issued to a civil aircraft. Although the MAA
does not issue a CofA, when a civil derivative aircraft comes onto the Military Aircraft
Register there is a need to recognize the use of the CofA, issued by a another
certification authority, as evidence towards the completion of the Baseline Military
Airworthiness Review (BMAR).
Contents 5840(1): Certificate of Airworthiness
Regulation Certificate of Airworthiness

5840(1) 5840(1) The Type Airworthiness Authority (TAA) shall ensure that, if
applicable, a relevant CofA is made available to the Military
Continuing Airworthiness Manager.
Acceptable Certificate of Airworthiness

Means of 1. The CofA for a civil derived aircraft should be used by the Military Continuing
Compliance Airworthiness Manager as evidence towards the completion of the BMAR (refer to
1
5840(1) RA 4970 ) prior to the issue of a Statement of Acceptance (SofA).
Guidance Certificate of Airworthiness

Material 2. From a UK military perspective, the SofA can be considered broadly equivalent
5840(1) to a CofA.
3. For new production aircraft, the issue of the SofA can be supported by a
2
recognized Statement of Conformity or a Certificate of Design (CofD).
1
RA 4970 – Baseline Military Airworthiness Review (BMAR) – MRP Part M Sub Part I.
2
RA 5103 – Certificate of Design.
RA 5850 – Military Design Approved Organization (MRP 21 Subpart J)
Rationale One of the four pillars of airworthiness is the use of competent organizations. The
Design Approved Organization Scheme (DAOS) is a mechanism by which the
competence of a Design Organization (DO) can be assessed. Approval under DAOS
is subject to adherence with the established procedures and rules governing the
responsibilities and privileges for Military Design Approved Organizations.
Contents 5850(1): Responsibilities of a Design Organization

5850(2): Scheme Inclusion and Approval Award
5850(3): Design Assurance System
5850(4): Design Organization Exposition
5850(5): Approval Requirements
5850(6): Changes in Design Assurance System
5850(7): Investigations and Inspections
5850(8): Findings
5850(9): Validity of Approval
5850(10): Privileges
5850(11): Designs using Government Furnished Equipment
Regulation Responsibilities of a Design Organization

5850(1) 5850(1) A DO or Co-ordinating Design Organization (CDO) shall fulfil
the defined design and development responsibilities under
their Terms of Approval.
Acceptable Responsibilities of a Design Organization

Means of 1. The DO should:
Compliance a. Meet the responsibilities defined in RA 10141.
5850(1)
b. Maintain its Design Organization Exposition (DOE) in conformity with the
design assurance system.
c. Ensure that the DOE references the basic working documents within the
organization.
d. Determine that the design of products, parts and appliances, or changes
or repairs thereof, as applicable, comply with applicable airworthiness
requirements and have no feature that may lead to an unsafe condition.
e. Except for minor changes or repairs approved under the privilege of
RA 5850(10), provide to the Type Airworthiness Authority (TAA) or Commodity
►Delivery◄ Team Leader (►DTL◄) statements and associated
documentation confirming compliance.
f. Provide to the TAA or Commodity ►DTL◄ information ►and◄
instructions related to the required actions under RA 58052.
1
►Refer to◄ RA 1014 – Design Organizations and Co-ordinating Design Organizations - Airworthiness Responsibilities.
2
►Refer to◄ RA 5805 – Responsibilities of the Holders of a Military Type Certificate and MAA Design Organization Approvals
(MRP 21 Subpart A).
Guidance Responsibilities of a Design Organization

Material 2. The role of the DO, CDO or Air System (CDO) to meet the airworthiness
5850(1) responsibilities of RA 10141 will be established by the TAA.
Regulation Scheme Inclusion and Approval Award

5850(2) 5850(2) An organization shall be included in the DAOS and awarded
approval for a defined range of products, parts and
appliances only when the organization has been assessed
and accepted by the Military Aviation Authority (MAA).
Acceptable Scheme Inclusion and Approval Award

Means of 3. An organization seeking inclusion in the scheme should apply using MAA Form
Compliance 80, which can be found on the MAA website under Approval Schemes, through the
MOD sponsor to the MAA.
5850(2)
4. Before a review of the organization's design, development and post-design
support arrangements is undertaken, the ►Delivery◄ Team (►DT◄) should satisfy
the MAA that:
a. It is in the interests of MOD to include the organization in the Scheme.
b. The organization holds Quality Management System (QMS) certification
(as defined by the Defence Authority for Technical and Quality Assurance
Mandatory Requirement for Appropriate Certification) to AS/EN 9100, or to ISO
9001 providing the scope of certification covers the proposed DO Terms of
Approval.
Guidance Scheme Inclusion and Approval Award

Material 5. This regulation applies to both service and civil organizations conducting design
5850(2) activities.
6. Inclusion in DAOS is normally an essential pre-requisite for the award of design
and development contracts for Air Systems, and products, parts and appliances, and
airborne explosive ordnance and armament equipment. Although it is recognized that
an organization may wish to bid for a contract, it is the TAA or Commodity ►DTL◄
responsibility to consider whether, in this case, the organization is capable of holding a
DAOS approval. The issue of a DAOS approval is recognition that the MOD accepts
certification by the organization and that a specified performance attribute or objective
has been achieved.
7. When evidence presented by the organization demonstrates that it satisfies the
requirements of RA 5850, a DAOS approval will be issued by the MAA.
8. A list of organizations that have been granted approval will be published by the
MAA.
Terms of Approval
9. The Terms of Approval will identify the types of design work, categories of
products, parts and appliances for which the designer can operate as a DO, and the
functions and duties that the organization is approved to perform in regard to the
airworthiness of products, parts and appliances. Those terms will be issued as part of
the DO approval.
10. The Terms of Approval encompass the Certificate and Schedule issued by the
MAA:
a. The Certificate identifies the approved organization and its design
locations.
b. The Schedule includes:
(1) The scope of work (development, modification and/or repair, and
post design services unless otherwise stated), with any appropriate
Guidance limitations against which the approval has been granted.

Material (2) The categories of products, parts and appliances.
5850(2) (3) Airworthiness and Design signatories.
(4) Military Permit to Fly (MPTF) signatories.
(5) Privileges that can be invoked by the relevant TAA or Commodity
DTL by contract.
(6) Reference to the DOE, provided in accordance with RA 5850(4).
Changes to the Terms of Approval
11. An application for a change to the Terms of Approval is to be made on MAA
Form 82, which can be found on the MAA website under Approval Schemes.
12. Approval of a change in the Terms of Approval will be confirmed by an
appropriate amendment of the Certificate and Schedule.
Regulation Design Assurance System

5850(3) 5850(3) The DO shall demonstrate that it has established and is able
to maintain a design assurance system for the control and
supervision of the design, and of design changes, of
products, parts and appliances covered by the application.
Acceptable Design Assurance System

Means of 13. The design assurance system should be such as to enable the organization:
Compliance a. To ensure that the design of the products, parts and appliances or the
5850(3) design change or repair solution thereof, comply with the applicable
airworthiness requirements and establish the extent of compliance with the
requirements by Inspection, Demonstration, Analysis and Test.
b. To ensure that its responsibilities are properly discharged in accordance
with the RA 5000 series as required by the organization’s contract with MOD, in
particular:
(1) The appropriate provisions of RA 5800 series.
(2) The Terms of Approval issued under RA 5850(2).
(3) Certificate of Design (CofD) under RA 5103 3.
(4) Defence Air Safety Management under RA 1200 4.
(5) Configuration Management of Design under RA 5301 5.
c. To independently monitor the compliance with, and adequacy of, the
documented procedures of the system. This monitoring should include a feed-
back system to a person or a group of persons having the responsibility to
ensure corrective actions are resolved.
14. The DO should hold regular design reviews to validate the design proposals.
15. The design assurance system should include an independent checking function
of the showings of compliance with design requirements on the basis of which the
organization submits a CofD and associated documentation to the TAA or Commodity
►DTL.◄
16. The DO should specify and document the manner in which the design
assurance system accounts for the acceptability of the parts or appliances designed or
the tasks performed by partners or subcontractors.
3
►Refer to◄ RA 5103 – Control of Designs.
4
►Refer to◄ RA 1200 – Defence Air Safety Management.
5
►Refer to◄ RA 5301 – Configuration Management of Design.
Guidance Design Assurance System

Material 17. The system monitoring function may be undertaken by the existing quality
5850(3) assurance organization when the DO is part of a larger organization. For an
explanation of the terms used within a Design Assurance System refer to Annex A.
18. The independent checking function is undertaken by Compliance Verification
Engineers (CVE), as detailed within Annex A; this is a DO focussed role to ensure
compliance with the applicable certification requirements. This is not to be confused
with the role of the Independent Technical Evaluator (ITE) (refer to RA 12206), who is
appointed by the ►DT◄ and is to provide independent analysis of the DO evidence,
which is to be independent of the DO.
19. However, when the approved DO is introducing a minor change (refer to
RA 58207) to the Air System under privilege (refer to RA 5850(10)), the role of the ITE
may, in agreement with the TAA, be satisfied by the independent assessment
conducted by the CVE.
Regulation Design Organization Exposition

5850(4) 5850(4) The DO shall furnish a DOE to the MAA describing, directly
or by cross-reference, the organization, the relevant
procedures and the products, parts and appliances to be
designed, changed or repaired.
Acceptable Design Organization Exposition

Means of 20. The DOE should be produced and include the content detailed in Annex B. The
Compliance DOE should be concise with sufficient information that is relevant to the Terms of
Approval sought by the DO. If the DOE is to be completely or partially integrated into
5850(4) the company organization manual, identification of the information required by
RA 5850(4) should be provided by giving appropriate cross references, and these
documents should be made available, to the MAA.
21. Where any products, parts or appliances, or any changes to these are designed
by partner organizations or subcontractors, the DOE should articulate how the DO is
able to give, for all products, parts and appliances, the assurance of compliance
required by RA 5850(3) above. The statement should contain, directly or by cross-
reference, descriptions and information on the design activities and organization of
those partners or subcontractors, as necessary to establish this statement.
22. To maintain DAOS approval, the DOE should remain an accurate reflection of
the organization with any amendment submitted to the MAA for approval. Amendment
submission should not be taken to confer that DAOS approval is in place.
23. To demonstrate compliance with RA 5850(4), a DO with EASA Part 21
Subpart J approval should submit its EASA DOE, providing it covers the required
Terms of Approval. In addition, the DO should provide the MAA with a supplementary
Exposition that identifies the additional measures that have been put in place over and
above those set down in its EASA Exposition and associated procedures, to comply
with the requirement of RA 5850.
Organization.
24. The DOE should show that:
a. The Head of the DO for which an application for approval has been
made, has the direct or functional responsibility for all departments of the
organization which are responsible for the design of the products, parts and
appliances. If the departments responsible for design are functionally linked, the
Head of the DO still carries the ultimate responsibility for compliance of the
organization with RA 5850.
b. The manager responsible for design has the direct or functional
responsibility for all departments of the organisation which are involved in the
6
►Refer to◄ RA 1220 – Project Team Airworthiness and Safety.
7
►Refer to◄ RA 5820 – Changes in Type Design (MRP 21 Subpart D).
Acceptable design of minor changes to Type Design or minor repairs to products.

Means of c. An Office of Airworthiness, or equivalent function, has been established
Compliance and staffed on a permanent basis to act as the focal point for co-ordinating
airworthiness matters; it reports directly to the Head of the DO or is integrated
5850(4) into an independent quality assurance organization reporting to the Head of the
DO.
d. Person(s) have been nominated to liaise with the Authority and to co-
ordinate airworthiness matters. Their position in the organisation should allow
direct report to the manager responsible for design.
e. Responsibilities for all tasks related to the design and approval of minor
changes to Type Design or minor repairs to products are assigned to ensure
that all areas are covered.
f. Responsibilities for all tasks related to Design Investigations are assigned
in such a way that gaps in authority are excluded.
g. The responsibility for a number of tasks may be assigned to one person
especially in the case of simple projects.
h. Co-ordination between technical departments and the persons in charge
of the system monitoring required by RA 5850 has been established:
(1) To ensure quick and efficient reporting and resolution of difficulties
encountered using the DO handbook and associated procedures.
(2) To maintain the design assurance system.
(3) To optimise auditing activities.
Guidance Design Organization Exposition

Material 25. Nil.
5850(4)
Regulation Approval Requirements

5850(5) 5850(5) The DO shall demonstrate that staff in all technical
departments are of sufficient numbers and experience and
have been given appropriate authority to discharge their
allocated responsibilities.
Acceptable Approval Requirements

Means of General
Compliance 26. The DO should ensure that the accommodation, facilities and equipment are
5850(5) adequate to enable the staff to satisfy the airworthiness requirements for the product,
part or appliance.
27. The data submitted in accordance with RA 5850(4) should show that sufficient
skilled personnel are available and suitable technical and organizational provisions
have been made for carrying out the Design Investigation defined under RA 5850(3).
Personnel
28. The DO should show that the personnel available to comply with RA 5850 are,
due to their special qualifications and number, able to provide assurance of the
design, modification or repair of products, parts and appliances, as well as the
compilation and verification of all data needed to meet the applicable airworthiness
codes while taking into account the present state of the art and new experience.
Technical
29. The DO should have access to:
a. Workshops and production facilities which are suitable for manufacturing
Acceptable prototype models and test specimens.

Means of b. Accommodation and test facilities which are suitable for carrying out tests
Compliance and measurements needed to demonstrate compliance with the applicable
airworthiness codes. The test facilities may be subjected to additional technical
5850(5) conditions related to the nature of tests performed.
Guidance Approval Requirements

Material 30. Nil.
5850(5)
Regulation Changes in Design Assurance System

5850(6) 5850(6) After the issue of a DO Approval, each change to the design
assurance system that is significant to the showing of
compliance or to the airworthiness of the product, part or
appliance shall require approval by the MAA.
Acceptable Changes in Design Assurance System

Means of 31. An application for approval of a change to the DO should be made using MAA
Compliance Form 82 and submitted in writing to the MAA. Before implementation of the change the
DO should demonstrate to the MAA, on the basis of submission of proposed changes
5850(6) to the DOE that it will continue to comply with RA 5850 after implementation.
Guidance Changes in Design Assurance System

Material Significant changes in the Design Assurance System
5850(6) 32. In addition to a change in ownership, the following changes to the design
assurance system are to be considered as ‘significant’ to the showing of compliance or
to the airworthiness of the products, parts or appliances:
a. Organization
(1) Change in the industrial organization (partnership, suppliers,
design work-sharing) unless it can be shown that the independent
checking function of the showing of compliance is not affected.
(2) Change in the parts of the organization that contribute directly to
the airworthiness (independent checking function, office of airworthiness
(or equivalent)).
(3) Change to the independent monitoring principles.
b. Responsibilities
(1) Change of the management staff assessed for airworthiness
competence.
(2) The Head of the DO.
(3) The Chief of the Office of Airworthiness.
(4) The Chief of the independent monitoring function of the design
assurance system.
(5) New distribution of responsibilities affecting airworthiness.
c. Procedures
(1) Change to the principles of procedures related to:
(a) The design certification.
(b) The classification of changes and repairs as major or minor
(RA 5850(10)).
(c) The management of major changes and major repairs.
Guidance (d) The approval of the design of minor changes and minor
Material repairs (RA 5850(10)).
5850(6) (e) The issue of information and instructions.

(f) Documentary changes to the Aircraft Flight Manual.
(g) Type airworthiness.
(h) The configuration control, when airworthiness is affected.
(i) The acceptance of design tasks undertaken by partners or
►subcontractors◄ (RA 5850(4)).
(j) MPTF.
d. Resources
(1) Substantial change in the number and/or experience of staff (refer
to RA 5850(5).
Regulation Investigations and Inspections

5850(7) 5850(7) The DO shall make arrangements that allow the MAA to
make any investigations, inspection, or review any report
necessary to determine compliance with RA 5850.
Acceptable Investigations and Inspections

Means of 33. Arrangements should be made to allow the MAA to make investigations of the
Compliance DO including partners, subcontractors and suppliers. This includes assisting and co-
operating with the MAA in performing inspections and audits conducted during initial
5850(7) assessment and subsequent surveillance.
Guidance Investigations and Inspections

Material 34. Assistance to the MAA includes all appropriate means associated with the
5850(7) facilities of the DO to allow the MAA to perform these inspections and audits, such as
a meeting room and office support.
Regulation Findings
5850(8) 5850(8) After receipt of notification of findings, the DO shall
demonstrate corrective action appropriate to the level of the
finding.
Acceptable Findings
Means of 35. After receipt of notification of findings under the applicable administrative
Compliance procedures established by the MAA:
5850(8) a. In case of a level 1 finding, the DO should demonstrate corrective action
to the satisfaction of the MAA within a period of no more than 21 working days
after written confirmation of the finding.
b. In case of level 2 findings, the corrective action period granted by the
MAA should be appropriate to the nature of the finding but in any case initially
not be more than 6 months. In certain circumstances and subject to the nature
of the finding, the 6 month period could be extended subject to a satisfactory
corrective action plan agreed by the MAA.
c. An Observation (or level 3 finding) should not require immediate action
by the DO. If appropriate, the MAA will specify a compliance time.
36. In case of level 1 or level 2 findings, the DO may be subject to a partial or full
suspension or revocation of its approval. The DO should provide confirmation of
receipt of the notice of suspension or revocation of the DO Approval in a timely
manner.
Guidance Findings
Material 37. When objective evidence is found showing non-compliance of the DO with the
5850(8) applicable requirements of the RA 5000 series, the finding will be classified as follows:
a. A level 1 finding is any non-compliance with the relevant RA 5000 series
which could lead to uncontrolled non-compliances with applicable requirements
and which could lead to a major risk affecting the Air Safety.
b. A level 2 finding is any non-compliance with the relevant RA 5000 series
which is not classified as level 1. Where the combination of several level 2
findings together produces a major risk affecting the Air Safety, they may be
grouped as a level 1 finding.
c. An Observation (or level 3 finding), which may also be referred to as an
'observation’ is any item where it has been identified, by objective evidence, to
contain potential problems that could lead to a non-compliance.
38. The MAA will inform the relevant TAA(s) or Commodity ►DTL◄ of any findings
and the proposed corrective action.
Regulation Validity of Approval

5850(9) 5850(9) An approval shall be issued for an unlimited duration. It shall
remain valid subject to:
a. The DO remaining in compliance with applicable RAs;
and
b. The MAA or its nominated representative being
granted access to the organization to determine
continued compliance with applicable RAs; and
c. The approval Certificate not being surrendered,
suspended or revoked.
Acceptable Validity of Approval

Means of 39. The DO should confirm in writing prior to any formal MAA surveillance or not
Compliance later than every 3 years from the last notification that the contents of their approval
Certificate and DOE remain valid. Failure to provide the required confirmation may
5850(9) result in the suspension of the approval.
Guidance Validity of Approval

Material 40. Nil.
5850(9)
Regulation Privileges
5850(10) 5850(10) A DO shall operate privileges only when they have been
invoked by the appropriate TAA or Commodity ►DTL.◄
Acceptable Privileges
Means of Invoking specific privileges
Compliance 41. The DO should only operate privileges when they have had their competence
5850(10) assessed by the MAA and their Terms of Approval contain the relevant provision.
42. Once invoked, the DO should be entitled, within its Terms of Approval and
under the relevant procedures of the design assurance system, to operate the
Acceptable privilege to:

Means of a. Classify changes to Type Design and repairs as minor8 or major.
Compliance b. Approve minor changes to Type Design and minor repairs.
5850(10)
c. Issue information ►and◄ instructions, containing the following
statement: “The technical content of this documentation is approved under the
authority of MAA DAOS ref. [UK.MAA.DAOS.xxx],” where ‘xxx’ represents the
reference number.
d. To approve the flight conditions under which a MPTF can be issued in
accordance with RA 58809, except for initial flights of:
(1) A new type of Air System; or
(2) An Air System modified by a major change; or
(3) An Air System whose flight and/or piloting characteristics may have
been modified; or
(4) An Air System dedicated to expanding the agreed flight envelope,
as defined within an extant Release to Service10 (RTS).
e. Issue a MPTF in accordance with RA 5880 for an Air System it has
designed or modified, or for which it has approved the conditions under which
the MPTF can be issued and when the DO itself is controlling the configuration
of the Air System under its scope of DO approval.
43. The DO should develop its own internal procedures for the relevant privileges
identified in para 42, based on the requirements of Annex C.
44. The DO should assure the TAA or Commodity ►DTL◄ that any changes
approved under the provision of any privilege that has been invoked are accurately
classified.
45. The DO should assure the TAA or Commodity ►DTL◄ that there is a robust
mechanism for managing the configuration control of the Air System or equipment for
any changes approved under the provisions of any privilege that has been invoked.
Guidance Privileges
Material Invoking Specific Privileges
5850(10) 46. In relation to the privileges identified, it is the responsibility of the organization to
detail in their DOE, the process to determine the classification of changes and how
they manage the process for approval of minor change.
47. The TAA or Commodity ►DTL◄ must be notified of changes or repairs
approved under this privilege by submission of a CofD, for subsequent
acknowledgement by the TAA or Commodity ►DTL.◄
48. The TAA or Commodity ►DTL◄ must make appropriate arrangements for
configuration management in conjunction with the DO, in particular to ensure that the
application of design or service modifications, including any Special Instructions
(Technical) (SI(T)) (refer to RA 5405 11) or Service Bulletins (SB) to the same Air
System or equipment, is managed effectively and is transparent to the ODH.
49. Whilst the TAA or Commodity ►DTL◄ will have the ability to revoke privileges,
the MAA holds the ultimate sanction of limiting the scope of an organization’s approval
if it is deemed the ►DT◄ or organization is not fully compliant with the MRP.
50. The information ►and◄ instructions, including the necessary data, are issued
by the DO to the TAA or Commodity ►DTL◄ to implement a change, a repair, or an
inspection. Some are also issued to provide maintenance organizations with all
necessary maintenance data for the performance of maintenance, including
8
A minor change is defined in RA 5820; all other changes are classified as major.
9
►Refer to◄ RA 5880 – Military Permit To Fly (MRP 21 Subpart P).
10
►Refer to◄ RA 1300 – Release to Service.
11
►Refer to◄ RA 5405 – Special Instructions (Technical)
Guidance implementation of a change, a repair, or an inspection.

Material 51. The preparation of this data involves design, production and inspection. As the
5850(10) overall responsibility, through the privilege, is allocated to the DO, these aspects must
be properly handled by the DO to obtain the privilege "to issue information ►and◄
instructions containing a statement that the technical content is approved", and a
procedure must exist.
Regulation Designs using Government Furnished Equipment

5850(11) 5850(11) The DO shall obtain the authority of the MOD before altering
the design of any Government Furnished Equipment (GFE).
Acceptable Designs using Government Furnished Equipment

Means of 52. If the DO has any doubt about the design suitability of any item, or has
Compliance proposals for design changes, he should advise the MOD at the earliest opportunity.
5850(11)
Guidance Designs using Government Furnished Equipment

Material 53. The installation, functional and environmental interface definitions
5850(11) documentation may be formally referred to as the Interface Control Documentation
(ICD).
54. Where GFE is provided without the appropriate supporting design data
(eg CofD, ICD), the DO must communicate the omission to the relevant TAA or
Commodity DTL for their decision to proceed with the modification.

5850(12) 5850(12) All relevant design information, drawings and test reports,
including inspection records, shall be held by the appropriate
DO.

Compliance necessary to ensure the type airworthiness of an Air System and should be retained
for a minimum of 5 years beyond the aircraft’s Out-of-Service date.
5850(12)

Material 56. International or collaborative programmes will be required to co-ordinate
5850(12) custodianship of appropriate documentation.

5850(13) 5850(13) DOs shall provide the complete Instructions for Sustaining
Type Airworthiness (ISTA) ►◄ to the TAA.

Means of 57. DOs should make available to the TAA the complete ISTA for use by the
Compliance Military Continuing Airworthiness Manager.
5850(13) 58. DOs should comply with the requirements of RA 540112.
59. Any changes to the ISTA should be made available to the TAA.
60. A programme showing how changes to the ISTA are distributed should be
12
►Refer to◄ RA 5401 – Provision of Technical Information.
Acceptable submitted to the TAA.

Means of 61. The availability of some manual or portion of the changes to the ISTA, dealing
Compliance with overhaul or other forms of heavy maintenance, may be delayed until after the
5850(13) reaches the relevant age or flight hours/cycles.

Material 62. The ISTA, ►comprising of descriptive data and accomplishment instructions,
5850(13) ensures◄ the type certification airworthiness standard is maintained throughout the
operational life of the Air System. Typically, the instructions are in the form of manuals
covering, but not limited to:
a. The Design description covering:
(1) Handling instructions.
(2) Control and operating information.
(3) Servicing information.
b. Maintenance instructions covering:
(1) Scheduling information.
(2) Maintenance instructions.
(3) Repair instructions.
(4) Trouble-shooting (fault-finding) information.
(5) Information describing the removal and replacement of parts.
(6) Procedural instructions for systems testing.
(7) ►Decontamination instructions.◄
c. Diagrams and instructions for inspections including:
(1) Details for the application of special inspection techniques.
(2) Information needed to apply protective treatment.
(3) Data relative to structural fasteners.
(4) A list of special tools needed.
d. Airworthiness limitations (including where appropriate any Airworthiness
Directives (AD),SB ► or SI(T)◄) .
e. Electrical Wiring Interconnection Systems.
ANNEX A
DESIGN ASSURANCE SYSTEM

Definitions
1. The system monitoring function may be undertaken by the existing quality assurance organization
when the DO is part of a larger organization.
2. The design assurance system is the organizational structure, responsibilities, procedures and
resources to ensure the proper functioning of the design organization.
3. Design assurance means all those planned and systematic actions necessary to provide adequate
confidence that the organization has the capability:
a. To design products, parts or appliances in accordance with the applicable airworthiness codes.
b. To show and verify the compliance with the applicable airworthiness codes.
c. To demonstrate to the MAA this compliance for the purposes of DAOS approval and to the
TAA when required.
Design Assurance System
4. The complete process starts with the airworthiness codes and product, part or appliance
specifications and culminates in Type Certification. It establishes the relationship between the design, the
Design Investigation13 and design assurance processes.
5. Effective design assurance demands a continuing evaluation of factors that affect the adequacy of
the design for intended applications, in particular that the product, or part, complies with applicable
airworthiness codes and will continue to comply after any change.
6. Two main aspects are to therefore be considered:
a. How the planned and systematic actions are defined and implemented, from the very beginning
of design activities up to type airworthiness activities;
b. How these actions are regularly evaluated and corrective actions implemented as necessary.
Design Assurance System - Independent checking function of the showing of compliance
7. The independent checking function of the showing of compliance is to consist of the verification by a
person not creating the compliance data. Such person may work in conjunction with the individuals who
prepare compliance data.
8. The verification is to be shown by signing compliance documents, including test programmes and
data.
9. There is normally only one CVE nominated for each airworthiness code for a given design activity.
10. A procedure is to cover the non-availability of nominated persons and their replacement when
necessary.
Planned and Systematic Actions
11. For the DO carrying out Design Investigation of products, parts or appliances, the subsequent tasks
and procedures must be defined and put in place to cover the planned and systematic actions.
General
12. To issue or, where applicable, supplement or amend the DOE in accordance with RA 5850(6), in
particular to indicate the initiation of design activities on a product, part or appliance.
13. To assure that all instructions of the DOE are adhered to.
14. To nominate staff as “Compliance Verification Engineers” responsible to approve compliance
documents.
15. To nominate personnel belonging to the Office of Airworthiness with appropriate responsibilities.
16. To ensure full and complete liaison between the DO and related organizations having responsibility
for products manufactured to the MTC.
13
The term ‘Design Investigation’ means the tasks of the organization in support of the Military Type Certificate or other design
approval processes necessary to show and verify and to maintain compliance with the applicable airworthiness codes.
17. To provide the assurance to the TAA or Commodity ►DTL◄ that prototype models and test
specimens adequately conform to the Type Design (refer to RA 5810 14).
Chief Executive and Head of DO (or their Deputy)
18. The Chief Executive will provide the necessary resources for the proper functioning of the DO.
19. The Head of the DO, or an authorized representative, is to sign a CofD (refer to RA 5103 3) stating
compliance with the applicable airworthiness codes after verification of satisfactory completion of the
Design Investigation. In accordance with RA 581013 and RA 58205, his or her signature on the CofD
confirms that the procedures as specified in the DOE have been followed.
20. The functions of Chief Executive and Head of the DO may be performed by the same person.
Compliance Verification
21. Approval by signing of all compliance documents, including test programmes and data, necessary
for the verification of compliance with the applicable airworthiness codes as defined in the ►certification◄
programme.
22. Internal approval of the technical content (eg completeness, technical accuracy), including any
subsequent revisions, of the manuals for the subsequent release by the TAA or Commodity ►DTL.◄
Office of Airworthiness
23. Liaison between the DO and the TAA or Commodity ►DTL◄ with respect to all aspects of
►certification programme.◄
24. Ensuring that a DOE is prepared and updated as required in RA 5850(4).
25. Co-operation with the MAA in developing procedures to be used for the design certification process.
26. Issuing of guidelines for documenting compliance.
27. Co-operation in issuing guidelines to ensure compliance with the regulations for the preparation of
the manuals, SB, ►SI(T), modifications,◄ drawings, specifications, and standards.
28. Ensuring distribution of applicable airworthiness codes and other specifications.
29. Co-operating with the TAA or Commodity ►DTL◄ in proposing the certification basis.
30. Interpretation of airworthiness codes and requesting decisions of the TAA or Commodity DTL.
31. Advising of all departments of the DO in all questions regarding airworthiness approvals and
certification.
32. Preparation of the ►certification◄ programme and co-ordination of all tasks related to Design
Investigation in concurrence with the TAA or Commodity ►DTL.◄
33. Regular reporting to the TAA or Commodity ►DTL◄ about Design Investigation progress and
announcement of scheduled tests in due time.
34. Ensuring co-operation in preparing ►inspection and◄ test programmes needed for demonstration
of compliance.
35. Establishing and maintaining the compliance checklist to provide evidence underpinning the
Compliance Statement.
36. Checking that all compliance documents are prepared as necessary to show compliance with all
airworthiness codes, as well as for completeness, and signing for release of the documents.
37. Checking the required design definition documents described in RA 5810 and ensuring that they are
provided to the TAA or Commodity ►DTL◄ for approval when required.
38. Preparation, if necessary, of a draft for a type certificate data sheet and/or type certificate data sheet
modification.
39. Providing verification to the Head of the DO that all activities required for Design Investigation have
been properly completed.
40. Approving the classification of changes in accordance with RA 5820 and granting the approval for
minor changes in accordance with RA 5820 (when appropriate).
14
►Refer to◄ RA 5810 – Military Type Certificates (MRP 21 Subpart B).
41. Monitoring of significant events on other aeronautical product, parts and appliances as far as
relevant to determine their effect on airworthiness of products, parts and appliances being designed by the
DO.
42. Ensuring co-operation in preparing SB ►, SI(T)◄ and the Structural Repair Manual, and
subsequent revisions, with special attention being given to the manner in which the contents affect
airworthiness codes for subsequent approval by the TAA or Commodity ►DTL.◄
43. Ensuring the initiation of activities as a response to failure (accident/incident/in-service
►occurrence◄) evaluation and complaints from the operation and providing of information to the TAA or
Commodity ►DTL◄ in case of airworthiness impairment.
44. Advising the TAA or Commodity ►DTL◄ with regard to the issue of ►SI(T)◄ (refer to RA 58052
and RA 540511).
45. Ensuring that the manuals to be approved by the TAA or Commodity ►DTL,◄ including any
subsequent revisions are checked to determine that they meet the respective requirements, and that they
are provided to the TAA or Commodity ►DTL◄ for approval.
Maintenance and Operating Instructions
46. Ensuring the preparation and updating of all maintenance and operating instructions ►◄needed to
maintain airworthiness in accordance with relevant airworthiness codes. For that purpose, the DO must:
a. Establish the list of all documents it is producing; and
b. Define procedures and organization to produce and issue these documents to the TAA or
Commodity ►DTL.◄
Continued Effectiveness of the Design Assurance System
47. The organization is to establish the means by which the continuing evaluation (system monitoring) of
the design assurance system will be performed in order to ensure that it remains effective.
ANNEX B
DESIGN ORGANIZATION EXPOSITION REQUIREMENTS

Part 1 - Organization
1. Document title, and Organizations document reference number.
2. Organization name, address, telephone, telex, facsimile numbers, e-mail address.
3. Index.
4. List of effective pages with revision/date/amendment identification for each page.
5. Distribution list.
6. Objective of DOE and binding statement.
a. The DOE should be signed by the Chief Executive and the Head of the DO and declared as a
binding instruction for all personnel charged with the development and Design Investigation of
products, parts and appliances.
7. Responsible person(s) for administration of the DO handbook.
8. Amendments.
a. Amendment record sheet.
b. A system should be clearly laid down for carrying out amendments and modifications to the
DOE, including how amendments are identified within the document.
9. Presentation of DO (including locations).
a. An introduction, or foreword, explaining the purpose of the document for the guidance of the
organization’s own personnel. Brief general information concerning the history and development of
the organization and, if appropriate, relationships with other organizations which may form part of a
group or consortium, should be included to provide background information for the MAA.
10. Scope of work (with identification of type and models of products, parts and appliances) which can be
performed under the approval, according to the following classification:
a. General areas, like turbojet and turbo-propeller aircraft, small aircraft, RPAS and rotorcraft.
b. Technologies handled by the organization (composite, wood or metallic construction,
electronic systems, software, etc.).
c. A list of types and models for which the design approval has been granted and for which
privileges may be exercised, supported by a brief description for all products, parts and appliances.
d. For repair design, classification and (if appropriate) approval activities it is necessary to specify
the scope of activity in terms of structures, systems, engines, etc.
11. Organization structure.
a. A description of the organization, its departments, their functions and the names of those in
charge.
b. A description of functional relationships between departments.
c. A chart indicating the functional and hierarchical relationship of the design assurance system
to Management and to other parts of the organization.
12. Human resources.
a. A description of the human resources, facilities and equipment, which constitutes the means
for design, and where appropriate, for ground and flight testing.
b. An outline of the system for controlling and informing the Staff of the organization of current
changes in engineering drawings, specifications and design assurance procedures.
13. Management staff.
a. A description of assigned responsibilities and delegated authority of all parts of the
organization which, taken together constitute the organization’s design assurance system; also the
chains of responsibilities within the design assurance system, and the control of the work of all
partners and subcontractors.
14. Certifying personnel.

a. The names of the DO authorized signatories. Nominated persons with specific responsibilities
should be listed.
b. A clear definition of the tasks, competence and areas of responsibility of the Office of
Airworthiness.
c. A statement of suitable qualified and experienced personnel (SQEP) responsible for making
decisions affecting airworthiness in the organization.
15. Independent system monitoring.
a. A description of the means by which the continuing evaluation of the design assurance system
will be performed in order to ensure that it remains effective.
16. Evidence of a QMS certification (as defined by the Defence Authority for Technical and Quality
Assurance Mandatory Requirement for Appropriate Certification) to AS/EN 9100, or to ISO 9001
providing the scope of certification covers the proposed DO Terms of Approval.
Part 2 - Procedures
17. A general description of the way in which the organization performs all the design functions in relation
to airworthiness approvals including:
a. The procedures followed and forms used in the Design Investigation process to ensure that
the design of, or the change to the design of, the product, part or appliance as applicable is identified
and documented, and complies with the applicable airworthiness requirements, including specific
requirements for import by importing authorities.
b. The procedures for classifying design changes as major or minor and for the approval of minor
changes.
c. The procedures for classifying and approving unintentional deviations from the approved
design data occurring in production (concessions or non-conformances).
d. The procedure for classifying repairs as major or minor and for the approval of minor repairs.
e. The procedures for the establishment and the control of the maintenance and operating
instructions (refer to RA 581014, RA 58207 and RA 586515).
f. The procedures for the establishment and the control of the MPTF.
18. In addition, the organization controls and records the design documentation and means of compliance
for:
a. The basic product, part or appliance.
b. Modifications to the product, part or appliance.
c. The design schemes for product, part or appliance repairs.
d. The reporting and response to product, part or appliance failures/malfunctions and defects.
19. The organization will identify (by reference or explicit description) the procedures it uses to select
subcontractors and manage the design of parts or appliances ►produced.◄
20. The organization will identify (by reference or explicit description) the procedures it uses to control
design production, including production by subcontractors charged with the design and production of
parts and appliances, and ►subcontractors◄ charged with production of the approved design.
21. Control of design subcontractors.
22. Co-ordination with production.
23. Continuing Airworthiness.
a. A description of the way in which the organization performs its functions in relation to the
continuing airworthiness of the product, part and appliance it designs.
24. Collecting/Investigating failures, malfunctions and defects.
a. A description of the means by which the organization monitors and responds to problems
affecting the airworthiness of its product, part and appliance in particular to comply with RA 58052.
15
►Refer to◄ RA 5865 – Repairs (MRP 21 Subpart M).
Part 3 - Statement of Qualifications and Experience

25. Three different types of functions are named or implicitly identified, using qualified and experienced
personnel:
a. The Chief Executive.
b. The other management staff:
(1) The Head of the DO.
(2) The Chief of the Office of Airworthiness.
(3) The Chief of the independent monitoring function of the design assurance system.
c. Personnel making decisions affecting airworthiness:
(1) CVEs.
(2) Personnel of the Office of Airworthiness making decisions affecting airworthiness,
especially those linked with the Privileges identified in RA 5850(10) approving the
classification of changes and repairs, and granting the approval of minor changes.
Chief Executive
26. The Chief Executive is to provide the necessary resources for the proper functioning of the DO. A
statement of the qualification and experience of the Chief Executive is normally not required.
Other Management Staff
27. The person or persons nominated are to represent the management structure of the organization and
be responsible through the Head of DO to the Chief Executive for the execution of all functions as
specified in RA 5850. Depending on the size of the organization, the functions may be subdivided
under individual managers.
28. The nominated managers are to be identified and their credentials furnished to the MAA on MAA Form
4 in order that they may be seen to be appropriate in terms of relevant knowledge and satisfactory
experience related to the nature of the design activities as performed by the organization.
29. The responsibilities and the tasks of each individual manager are to be clearly defined, in order to
prevent uncertainties about the relations, within the organization. Responsibilities of the managers
must be defined in a way that all responsibilities are covered.
Personnel making decisions affecting airworthiness
30. For personnel making decisions affecting airworthiness, no individual statement is required. The
applicant is to show to the MAA that there is a system to select, train, maintain and identify them for all
tasks where they are necessary. The following guidelines for such a system are proposed:
a. These personnel are to be identified in the DO handbook, or in a document linked to the DO
handbook. This and the corresponding procedures are there to enable them to carry out the
assigned tasks and to properly discharge associated responsibilities.
b. The needs, in terms of quantity of these personnel to sustain the design activities, are to be
identified by the organization.
c. These personnel are to be chosen on the basis of their knowledge, background and
experience.
d. When necessary, complementary training is to be established, to ensure sufficient background
and knowledge in the scope of their authorization. The minimum standards for new personnel to
qualify in the functions are to be established. The training is to lead to a satisfactory level of
knowledge of the procedures relevant for the particular role.
e. Training policy forms part of the design assurance system and its appropriateness forms part of
the investigation by the MAA within the organization approval process and subsequent surveillance
of persons proposed by the organization.
f. This training is to be adapted in response to experience gained within the organization. The
organization must maintain a record of these personnel which includes details of the scope of their
authorization. The personnel concerned are to be provided with evidence of the scope of their
authorization.
31. The following minimum information is to be kept on record:
a. Name.
b. Experience and training.
c. Position in organization.
d. Scope of the authorization.
e. Date of first issue of the authorization.
f. If appropriate, date of expiry of the authorization.
g. Identification number of the authorization.
32. The record may be kept in any format and is to be controlled:
a. Persons authorized to access the system are to kept to a minimum to ensure that records are
not altered in an unauthorized manner or that such confidential records do not become accessible to
unauthorized persons.
b. Personnel must be given access to their own record.
c. Under the provision of RA 5850(7) the MAA is to have access to the data held in such a
system.
d. The organization is to keep the record for at least two years after a person has ceased employment
with the organization or revocation of the authorization, whichever is the sooner.
ANNEX C
INTERNAL PROCEDURES FOR OPERATING SPECIFIC PRIVILEGES
Classify changes to Type Design and repairs as minor or major (refer to RA 5850(10) AMC para
42.a.)
Intent
1. The DO should develop its own internal procedure for the classification of changes to Type Design
and repairs as minor or major in order to obtain the associated privilege.
Content
2. The procedure should address the following points:
a. The identification of changes to Type Design or repairs.
b. Classification.
c. Justification of the classification.
d. Authorized signatories.
e. Supervision of changes to Type Design or repairs initiated by subcontractors.
3. For changes to Type Design, criteria used for classification should be in compliance with RA 5820.
4. For repairs, criteria used for classification should be in compliance with RA 5865.
Identification of changes to Type Design or repairs
5. The procedure should indicate how the following are identified:
a. Major changes to Type Design or major repairs.
b. Those minor changes to Type Design or minor repairs where additional work is necessary to
show compliance with the applicable airworthiness codes.
c. Other minor changes to Type Design or minor repairs requiring no further showing of
compliance.
Classification
6. The procedure should show how the effects on airworthiness are analysed, from the very beginning,
by reference to the applicable certification requirements.
7. If no specific airworthiness codes are applicable to the change or repairs, the above review should
be carried out at the level of the part or system where the change or repair is integrated and where specific
airworthiness codes are applicable.
Justification of the classification
8. All decisions of classification of changes to Type Design or repairs as major or minor should be
recorded. These records should be easily accessible to the TAA for sample check.
Authorized signatories
9. All classifications of changes to Type Design or repairs should be accepted by an appropriate
authorized signatory.
10. The procedure should indicate the authorized signatories for the various products listed in the Terms
of Approval.
11. For those changes or repairs that are handled by subcontractors, it should be described how the DO
manages its classification responsibility.
Supervision of changes to Type Design or repairs initiated by subcontractors
12. The procedure should indicate, directly or by cross-reference to written procedures, how changes to
Type Design or repairs may be initiated and classified by subcontractors and are controlled and supervised
by the DO.
Approve minor changes to Type Design and minor repairs (refer to RA ►5850◄ (10) AMC para
42.b.)
Intent
13. The DO should develop its own internal procedure for the approval of minor changes to Type
Design or minor repairs in order to obtain the associated privilege.
Content
a. Compliance documentation.
b. Approval under the DO privilege.
c. Authorized signatories.
d. Supervision of minor changes to Type Design or minor repairs handled by subcontractors.
Compliance documentation
15. For those minor changes to Type Design or minor repairs where additional work to show compliance
with the applicable airworthiness codes is necessary, compliance documentation should be established
and independently checked as required by RA 5850(3).
16. The procedure should describe how the compliance documentation is produced and checked.
Approval under the DO privilege
17. For those minor changes to Type Design or minor repairs where additional work to show compliance
with the applicable airworthiness codes is necessary, the procedure should define a document to formalise
the approval under the DO privilege.
18. This document should include at least:
a. Identification and brief description of the change or repair and reasons for change or repair.
b. Applicable airworthiness codes and methods of compliance.
c. Reference to the compliance documents.
d. Effects, if any, on limitations and on the approved documentation.
e. Evidence of the independent checking function of the showing of compliance.
f. Evidence of the approval under the privilege of RA 5850(10) by an authorized signatory.
g. Date of the approval.
19. For the other minor changes to Type Design or minor repairs, the procedure should define a means
to identify the change or repair and reasons for the change or repair, and to formalise its approval by the
appropriate engineering authority under an authorized signatory. This function may be delegated by the
Office of Airworthiness but should be controlled by the Office of Airworthiness, either directly or through
appropriate procedures of the DO design assurance system.
20. The persons authorized to sign for the approval under privilege should be identified (name,
signature and scope of authority) in appropriate documents that are linked to the DO handbook.
Supervision of minor changes to Type Design or minor repairs handled by subcontractors
21. For the minor changes to Type Design or minor repairs that are handled by subcontractors, the
procedure should indicate, directly or by cross-reference to written procedures how these minor changes to
Type Design or minor repairs are approved at the subcontractor level and the arrangements made for
supervision by the DO.
Issue of information ►and◄ instructions (refer to RA 5850(10) AMC para 42.c.)
Intent
22. The DO should develop its own internal procedure for the issue of information ►and◄ instructions.
Content
23. For the information and instructions issued under this privilege, the DO should establish a procedure
addressing the following points:
a. Preparation.
b. Verification of technical consistency with corresponding approved change(s), repair(s) or
approved data, including effectivity, description, effects on airworthiness, especially when limitations
are changed.
c. Verification of the feasibility in practical applications.
d. Authorized signatories.
24. The procedure should include the information ►and◄ instructions prepared by subcontractors or
vendors and declared applicable to its products, parts and appliances by the DO.
Statement
25. The statement provided in the information ►and◄ instructions should also cover the information
►and◄ instructions prepared by subcontractors or vendors and declared applicable to its products, parts
and appliances by the DO.
26. The technical content should be related to the design data and accomplishment instructions, and its
approval should mean that:
a. The design data has been appropriately approved.
b. The instructions provide for practical and well defined installation/inspection methods, and,
when accomplished, the products, parts and appliances are in conformity with the approved design
data.
27. Where appropriate, this technical data should be clearly identified within the CofD for the TAA or
Commodity ►DTL.◄
28. Information and instructions related to required actions issued under an AD ►or SI(T)◄ should be
submitted to the TAA to ensure compatibility with the AD ►or SI(T) ◄content, and should contain a
statement that they are, or will be, subject to an AD ►or SI(T)◄ issued.
To approve the flight conditions under which a MPTF can be issued (refer to RA 5850(10) AMC para
42.d.)
Intent
29. The DO should develop its own internal procedure to determine and approve that an Air System
can fly under the appropriate restrictions compensating for the lack of an extant RTS.
Content
a. Decision to use the privilege.
b. Management of the aircraft configuration.
c. Determination of the conditions that should be complied with to perform safe flight.
d. Documentation of flight conditions substantiations.
e. Approval under the approved DO privilege, when applicable.
f. Authorized signatories.
31. The procedure should include a decision to determine:
a. Flights for which this privilege will be exercised.
b. Flights for which the approval of flight conditions by the TAA will be required.
32. The procedure should indicate:
a. How the Air System, for which an application for a MPTF is made, is identified and how
changes to the Air System will be managed.
Determination of the conditions that should be complied with to perform safe flight
33. The procedure should describe the process used by the DO to justify that an Air System can perform
the intended flight. The process should include:
a. Identification of deviations from the extant RTS or applicable airworthiness requirements.
b. Analysis, calculations, tests or other means used to determine the conditions or restrictions
under which the Air System can perform safe flight.
c. The establishment of specific maintenance instructions and conditions to perform these
instructions.
d. Independent technical verification of the analysis, calculations, tests or other means used to
determine under which conditions or restrictions the Air System can perform the intended flight(s)
safely.
e. Statement by the office of airworthiness (or equivalent), that the determination has been made
in accordance with the procedure and that the Air System has no features and characteristics
making it unsafe for the intended operation under the identified conditions and restrictions.
f. Approval by an authorized signatory.
Documentation of flight conditions substantiations
34. The analysis, calculations, tests, or other means used to determine the conditions or restrictions
under which the Air System can perform in flight safely, should be compiled in compliance documents.
These documents should be signed by the author and by the person performing the independent technical
verification.
35. Each compliance document should have a number and issue date. The various issues of a
document should be controlled.
36. The person(s) authorized to sign the approval form should be identified (name, signature and
scope of authority) in the procedure, or in an appropriate document linked to the DOE.
Issue a MPTF in accordance with RA 5880 (refer to RA 5850(10) AMC para 42.e.)
Intent
37. The DO should develop its own internal procedure for the issue of a MPTF for an Air System it has
designed or modified, ►or for which it has approved under privilege the conditions under which the MPTF
can be issued, and◄ when the DO itself is controlling under its DO Terms of Approval the configuration of
the Air System and is attesting conformity with the design conditions approved for the flight.
Content
a. Conformity with approved conditions.
b. Issue of the MPTF under privilege in the scope of the DO approval.
c. Authorized signatories.
d. Interface with the TAA for the flight.
Conformity with approved conditions
39. The procedure should indicate how conformity with approved conditions is made, documented and
attested by an authorized person.
Issue of the MPTF under the DO privilege
40. The procedure should describe the process to prepare the MPTF and how compliance with
RA 5880 is established before signature of the MPTF.
41. The person(s) authorized to sign the MPTF under the privilege in the scope of the DO approval
should be identified (name, signature and scope of authority) in the procedure, or in an appropriate
document linked to the DOE.
Interface with the TAA for the flight

42. The procedure should include provisions describing the communication with the TAA for
compliance with the local requirements which are outside the scope of the flight conditions detailed in
RA 5880.
RA 5855 - Parts and Appliances (MRP 21 Subpart K)
Rationale Only approved parts and appliances are to be used on an Air System (and related
products, parts and appliances). The use of non-approved parts and appliances can
lead to unforeseen consequences. It is necessary to demonstrate the compliance of
parts and appliances for use on an Air System with applicable regulations and the
Type Design criteria.
Contents 5855(1): Compliance with Applicable Requirements

5855(2): Release of Newly Produced Parts and Appliances for
Installation
Regulation Compliance with Applicable Requirements

5855(1) 5855(1) The Type Airworthiness Authority (TAA) shall ensure
compliance with applicable requirements for parts and
appliances to be installed in an Air System.
Acceptable Compliance with Applicable Requirements

Means of 1. The TAA should ensure the compliance of parts and appliances to be installed
Compliance in an Air System:
5855(1) a. In conjunction with the Type Certification procedures in RA 58101 or
RA 58202 for the product in which it is to be installed.
b. With an appropriate Certificate of Design approved under RA 51033.
c. Under the (European) Technical Standard Order ((E)TSO) authorization
procedures of RA 58754.
d. In the case of standard parts, in accordance with (iaw) officially recognized
standards.
2. Equipment approved !"#$ a Certification specification should comply with
the applicable (E)TSO, or equivalent accepted by the MAA Certification Division.
3. Any non-standard part should comply with the "%%&!'"(&)$ (E)TSO or an
appropriate requirement accepted by the MAA Certification Division.
Guidance Compliance with Applicable Requirements

Material Standard parts
5855(1) 4. A part is considered as a “standard part” where it is designated as such by the
Design Organization (DO) responsible for the product, part or appliance, in which it is
intended to be used. Examples of standard parts are aircraft general spares such as
nuts, bolts, washers, split pins, etc.
Officially recognized standards
5. In this context “officially recognized standards” means:
a. Those standards established or published by an official body, which are
widely recognized as constituting good practice.
b. The standard used by the Design Approval holder of the certified
equipment.
1
*)+),-./$-RA 5810 – Military Type Certificate (MRP 21 Subpart B).
2
*)+),-./$-RA 5820 – Changes in Type Design (MRP 21 Subpart D).
3
*)+),-./$-RA 5103 – Certificate of Design.
4
*)+),-./$-RA 5875 – (European) Technical Standard Order (MRP 21 Subpart O).
Regulation Release of Newly Produced Parts and Appliances for Installation

5855(2) 5855(2) A part or appliance (except parts referred to in RA 5855(1)
para 1c. and 1d. above), shall be eligible for installation in an
Air System operating in the Service Environment only when it
is !0-"-'/01!.!/0-+/,-2"+)-/%),".!/03-"01-!.-!24$
a. Accompanied by an authorized release certificate
'),.!+5!06-.7".-.7)-!.)8-#"2-8"09+"'.9,)1-!0-'/0+/,8!.5-./-
"%%,/:)1-1)2!60-1".";-"01$
b. <-2."01",1-%",.$-marked iaw$ RA 58855.
Acceptable Release of Newly Produced Parts and Appliances for Installation

Means of 6. With respect to the authorized release certificate, only the following documents
Compliance should be accepted as an equivalent to the MOD Form 731 for identifying a part or
appliance as serviceable:
5855(2)
a. A European Aviation Safety Agency (EASA) Form 16; or
b. A release certificate following the template of European Military
Airworthiness Requirements (EMAR) Form 1, when issued by an authority
recognized by the MAA following the European Military Airworthiness Document
Recognition process and specifically recognized in this area of competence.
Guidance Release of Newly Produced Parts and Appliances for Installation

Material 7. Nil.
5855(2)
5
*)+),-./$-RA 5885 – Identification of Products, Parts and Appliances (MRP 21 Subpart Q).
6
If accepting EASA Form 1, the TAA setting the policy needs to stipulate which EASA Practice applies (refer to EASA letter
JAN/kgu/R(4) 2013(D)51397 – Rulemaking interpretation on “Maintenance release of aircraft not covered by the Basic Regulation”).
RA 5865 – Repairs (MRP 21 Subpart M)

Rationale During the design and development of materiel, consideration must be given to the
possible need for repairs. It is important that only approved organizations undertake
the design of such repairs. Design Organizations (DO) whose Terms of Approval
covers the classification or the design of repairs are subject to certain obligations
relating to those approvals.
Contents 5865(1): Demonstration of Capability
5865(2): Service Design Organization Approval
5865(3): Repair Design
5865(4): Classification of Repairs
5865(5): Issue of a Repair Design Approval
5865(6): Production of Repair Parts
5865(7): Repair Embodiment
5865(8): Limitations
5865(9): Unrepaired Damage
Regulation Demonstration of Capability

5865(1) 5865(1) An applicant for a !"repair design approval shall
demonstrate its capability by holding an appropriate DO
approval.
Acceptable Demonstration of Capability

Means of 1. The DO should hold an extant approval from the MAA under the Design
Compliance Approved Organization Scheme (DAOS) covering the relevant scope of activities,
issued by the MAA in accordance with #$%&'! RA 58501.
5865(1)
Guidance Demonstration of Capability

Material 2. Nil.
5865(1)
Regulation Service Design Organization Approval

5865(2) 5865(2) The Type Airworthiness Authority (TAA) or Commodity
!"#$%"&'( Team Leader )!*+,( shall ensure that the
Service Design Organization2 (SDO) holds an extant
approval from the MAA under DAOS covering the relevant
scope of activities.
Acceptable Service Design Organization Approval

Means of 3. The TAA or Commodity !*+( should enable a direct interface between the
Compliance SDO and the DO for the availability of appropriate design data and the timely provision
of design advice when requested by the SDO.
5865(2)
4. SDO repair schemes should be individually identified to distinguish them from
DO repair schemes.
5. The SDO should have the appropriate design data and staff to design and
conduct airworthy repair schemes.
1
-"."&/01(/RA 5850 – Military Design Approved Organization (MRP 21 Subpart J).
2
This relates to a Service Organization such as 71(IR) Sqn or 1710 NAS.
Guidance Service Design Organization Approval

Material 6. Nil.
5865(2)
Regulation Repair Design

5865(3) 5865(3) The applicant for approval of a repair design shall
demonstrate its compliance with the Type Certification Basis
(TCB) plus any amendments to the TCB that the TAA has
authorized.
Acceptable Repair Design

Means of 7. A repair to a (European) Technical Standard Order ((E)TSO) article (refer to
Compliance RA 58753) should be treated as a change to the (E)TSO design and should be
processed iaw the issuing authority procedures.
5865(3)
8. The applicant for approval of a repair design should submit all necessary
substantiation data (eg analysis, calculations or tests) to the TAA.
9. The TAA should consider the implications of a repair scheme embodied that
does not restore static strength, stiffness, fatigue life and Airworthiness to the original
design levels, in order that consideration can be given to the need for an amendment
to the Air System Release to Service (RTS).
SDO repair schemes
10. The SDO should respect any extant design limits and comply with the following
requirements:
a. The SDO should notify the TAA where an RTS limitation may be
necessary following the incorporation of a Service approved repair scheme.
b. Where the aircraft structure is affected, or where there is a repair of
equipment or systems in an Air System, any limitations prescribed by the Air
System DO or Air System !"#$%"&' *"23/)!*,( for structure, aerodynamics,
weight, Centre of Gravity )41.5,(, and systems (including software) should
be respected. Designs should not transgress such limitations without the
written technical agreement of the Air System DO for the Air System
concerned.
c. Arrangements should exist for all SDO repair schemes, where technical
advice is required or as defined by para 10 b. above, to be passed to the DO.
The DO should provide advice as to whether or not the proposed repair
transgresses the prescribed design limitations.
d. The SDO should seek the written approval of the TAA to conduct any
repair where the Air System DO advises that prescribed design limitations will
be transgressed.
11. In designing aircraft repairs the SDO should comply with the following
requirements:
a. The DO should be consulted by the SDO when there is no valid
precedent, principle, DO Repair Instruction or sufficient evidence to prove
restoration with the TCB.
b. A complete list of all repair schemes, and consequently changes to the Air
System build standard, should be forwarded to the !*(/for the Air System
affected, for configuration management purposes and maintenance of any DO
design records.
c. Consideration should be given to whether the Service approved repair
scheme has a sufficiently wide application to be included in the Aircraft
Maintenance Manual (AMM) Topic 6 or equivalent.
DO repair schemes
12. When there is a need for a repair scheme which is not catered for in the AMM
Topic 6 or equivalent and circumstances do not dictate that the repair scheme needs
3
-"."&/01(/RA 5875 – (European) Technical Standard Order (MRP 21 Subpart O).
Acceptable to be prepared by a SDO, a request for a repair scheme should be passed to the DO.
Means of Consideration should be given to the need for the inclusion of the repair scheme in
the Topic 6 or equivalent.
Compliance
Repair design substantiation data
5865(3) 13. Relevant substantiation data associated with the design of a new major repair
and record keeping should include:
a. Damage identification and reporting source.
b. Major repair design approval sheet identifying applicable
67"8$.$820$196( and references of justifications.
c. Repair drawing and/or instructions and scheme identifier.
d. Correspondence with the TAA, DO or (E)TSO approval holder, if its advice
on the design has been sought.
e. Structural justification (static strength, fatigue, damage tolerance, flutter
etc) or references to this data.
f. Effect on the aircraft, engines and/or systems (performance, flight
handling, etc as appropriate).
g. Effect on maintenance programme.
h. Effect on Airworthiness limitations, the Flight Manual and the Operating
Manual.
i. Weight and moment change.
j. Special test requirements.
14. -"#"%290/3$91&/&"72$&/:18;3"9020$19/should include paragraphs 13(a) and
13(c). Other points of paragraph 13 should be included where necessary. If the repair
is outside the approved data, justification for classification should/<"/7&1%$:":=(/
15. Special consideration should be given to repairs that impose subsequent
limitations on the part, product or appliance, (eg engine turbine segments that may
only be repaired a finite number of times, number of repaired turbine blades per set,
oversizing of fastener holes, etc).
16. Special consideration should also be given to Life Limited parts and Critical
Parts, notably with the involvement of the TAA, when deemed necessary.
17. Repairs to engine critical parts should normally only be accepted with the
involvement of the TAA.
Guidance Repair Design

Material 18. A repair means the elimination of damage and/or restoration to an airworthy
5865(3) condition following initial release into service by the manufacturer of any product, part
or appliance. The elimination of damage by replacement of parts or appliances without
the necessity for design activity is to be considered as a maintenance task and
requires no approval.
19. The term 'repair scheme' will be taken to include 'repair instructions'.
20. Manuals and other >960&;80$196/.1&/?;602$9$9@/*'7"/A$&B1&0C$9"66/)>?*A,(
(such as the Manufacturers Structural Repair Manual, Maintenance Manuals and
Engine Manuals provided by the holder of the Type Certificate, design approval or
(E)TSO authorization as applicable) for operators, contain useful information for the
development and approval of repairs.
21. When manuals and other instructions for Type Airworthiness are as approved,
they may be used by operators without further approval to cope with anticipated In-
Service problems arising from normal usage provided that they are used strictly for the
purpose for which they have been developed.
22. A flowchart depicting the repair design approval process is included at Figure 1.
SDO repair schemes
23. SDO repair schemes which restore the original structural designer’s intent
inherently meet the full load spectrum of the aircraft’s design. A repair scheme is not a
modification and therefore a full Safety Assessment, iaw Def-Stan 00-056, is not
required in order to substantiate the repair’s Structural Integrity and Airworthiness.
Guidance 24. Any change in Mass or CofG due to the installation of a repair scheme is to be
Material recorded in the Air System Document Set (ADS).
5865(3) 25. The SDOs for Aircraft Structural Repair are not authorized to undertake repairs
to Systems or Software.
26. Unless the TAA explicitly details otherwise, compliance with prescribed design
limitations is taken to mean:
a. That the repair provides effective restoration of Structural Integrity (ie
static ultimate load), without under or over stiffening, and therefore the Air
System RTS is unaffected.
b. That the repair is durable for the remaining life of the airframe, or for an
explicitly specified duration where operationally necessary.
c. That the SDO holds sufficient design information to create an airworthy
repair scheme.
27. The precedence of any repair is valid if an identical repair can be applied,
without divergence, to identical structure.
DO repair schemes
28. A list of DO approved repair schemes which have not been included in the AMM
Topic 6 or equivalent will be retained in a master list forming part of the design
records.
Figure 1. Process of Approval
Repairs to articles (as defined in RA 5875)

29. When an approved maintenance organization is designing a new repair (based
on data not published in the ADS or Original Equipment Manufacturer documentation),
under their terms of approval, on an article installed on an aircraft, such a repair can
be considered as a repair to the aircraft in which the article is installed, not to the
Guidance article taken in isolation. In which case, this will be identified as "repair to aircraft x
Material affecting article y", but not "repair to article y".
5865(3)
Regulation Classification of Repairs

5865(4) 5865(4) A repair shall be classified major or minor either by the TAA
or by an appropriately approved DO under a privilege
invoked iaw RA 5850.
Acceptable Classification of Repairs

Means of 30. The classification of a repair should be classified as major or minor iaw the
Compliance criteria of RA 58204 and the Guidance Material below.
5865(4)
Guidance Classification of Repairs

Material Clarification of the terms major/minor
5865(4) 31. In line with the definitions given in RA 5820(1), a new repair is classified as
major if the result on the approved Type Design has an appreciable effect on
structural performance, weight, balance, systems, operational characteristics or other
characteristics affecting the Airworthiness of the product, part or appliance. In
particular, a repair is classified as major if it needs extensive static, fatigue and
damage tolerance strength justification and/or testing in its own right, or if it needs
methods, techniques or practices that are unusual (ie, unusual material selection, heat
treatment, material processes, jigging diagrams, etc.).
32. Repairs that require a re-assessment and re-evaluation of the original
certification substantiation data to ensure that the aircraft still complies with all the
relevant requirements are to be considered as major repairs.
33. Repairs whose effects are considered minor and require minimal or no
assessment of the original certification substantiation data to ensure that the aircraft
still complies with all the relevant requirements, are to be considered minor.
34. It is understood that not all the certification substantiation data will be available
to those persons/organizations classifying repairs. A qualitative judgement of the
effects of the repair will therefore be acceptable for the initial classification. The
subsequent review of the design of the repair may lead to it being re-classified, owing
to early judgements being no longer valid.
Airworthiness concerns for major/minor classification
35. The following are to be considered for the significance of their effect when
classifying repairs. If the effect is considered to be significant then the repair is to be
classified major. The repair may be classified as minor where the effect is known to be
without appreciable consequence. Considerations for classifying repairs major/minor
are not limited to those listed below:
a. Structural performance. Structural performance of the product includes
static strength, fatigue, damage tolerance, flutter and stiffness characteristics.
Repairs to any element of the structure are to be assessed for their effect upon
the structural performance.
b. Weight and balance. The weight of the repair may have a greater effect
upon smaller aircraft as opposed to larger aircraft. The effects to be considered
are related to overall CofG and load distribution. Control surfaces are
particularly sensitive to the changes due to the effect upon the stiffness, mass
distribution and surface profile which may have an affect upon flutter
characteristics and controllability.
c. Systems. Repairs to any elements of a system are to be assessed for
the effect intended on the operation of the complete system and for the effect
on system redundancy. The consequence of a structural repair on an adjacent
4
-"."&/01(/RA 5820 – Changes in Type Design (MRP 21 Subpart D).
Guidance or remote system are also to be considered as above, (for example: airframe
Material repair in the area of a static port).
d. Operational characteristics Changes may include:
5865(4)
(1) Stall characteristics.
(2) Handling.
(3) Performance and drag.
(4) Vibration.
e. Other characteristics
(1) Changes to load path and load sharing.
(2) Change to noise and emissions.
(3) Fire protection / resistance.
36. Examples of major repairs:
a. A repair that requires a permanent additional inspection to the approved
maintenance programme, necessary to ensure the Type Airworthiness of the
product.
Note:
Temporary repairs for which specific inspections are required prior to installation
of a permanent repair do not necessarily need to be classified as major. Also,
inspections and changes to inspection frequencies not required as part of the
approval to ensure Type Airworthiness do not cause classification as major of
the associated repair.
a. A repair to life limited or critical parts.
b. A repair that introduces a change to the ADS.
Regulation Issue of a Repair Design Approval

5865(5) 5865(5) The TAA shall ensure that the repair design complies with
the applicable TCB prior to approval.
Acceptable Issue of a Repair Design Approval

Means of 37. The TAA should consider if a major repair will be better classified as a
Compliance modification.
5865(5) 38. The approval should be issued only:
a. By the TAA.
b. For minor repairs only, by an appropriately approved DO under privilege.
39. In order for the TAA to approve major repair design the following should be
applicable:
a. The TCB for the product, part or appliance to be repaired has been
identified together with all other relevant requirements.
b. All records and substantiation data including documents showing
compliance with all relevant Airworthiness requirements are held for review by
the MAA.
40. A summary list of all repair approvals should be provided to the TAA on a
regular basis as agreed.
Products Type Certified by the MAA
41. The TAA should seek MAA approval in cases of major repairs proposed by DO
approval holders, if the major repair is:
a. Related to new interpretation of the Airworthiness requirement as used
for Type Certification.
b. Related to different means of compliance from that used for Type
Certification.
c. Related to the application of Airworthiness requirements different from
that used for Type Certification.
Guidance Issue of a Repair Design Approval

Material 42. Approval by DO. Approval of repairs through the use of privileges invoked by
5865(5) the TAA (refer to RA 5850), means an approval issued by the DO without requiring
TAA involvement. The MAA will monitor application of this procedure within the
surveillance plan for the relevant organization. When the organization exercises this
privilege, the repair release documentation is to clearly state that the privilege has
been identified under their DAOS approval.
43. Previously approved data for other applications. When it is intended to use
previously approved data for other applications, it is expected that applicability and
effectiveness would be checked with an appropriately approved DO. After damage
identification, if a repair solution exists in the available approved data, and if the
application of this solution to the identified damage remains justified by the previous
approved repair design, (structural justifications still valid, possible Airworthiness
limitations unchanged), the solution can be considered approved and can be used
again.
44. Temporary repairs. These are repairs that are life limited, to be removed and
replaced by a permanent repair after a limited service period. These repairs are to be
classified under RA 5865(4) and the service period defined at the approval of the
repair, and recorded in the MOD F700 or equivalent.
45. Fatigue and damage tolerance. When the repaired product is released into
service before the fatigue and damage tolerance evaluation has been completed, the
release is to be for a limited period, defined at the issue of the repair.
Regulation Production of Repair Parts

5865(6) 5865(6) Parts and appliances to be used for the repair shall be
manufactured iaw production data based upon all the
necessary design data as provided by the DO:
a. By a Production Organization (PO) appropriately
recognized iaw RA 58355; or
b. By an Approved Maintenance Organization (AMO) iaw
RA 4800 to 4821 (MRP 145), or a Military Maintenance
Organization (MMO) iaw RA 48096.
Acceptable Production of Repair Parts

Means of 46. Parts or appliances used for the repair should be appropriately marked iaw RA
7.
Compliance 5885
5865(6)
Guidance Production of Repair Parts

Material 47. An AMO and MMO may manufacture parts for repair purposes under RA 4809.
5865(6)
Regulation Repair Embodiment

5865(7) 5865(7) The embodiment of a repair shall be made:
a. By a PO that satisfies the requirements of RA 5835.
b. By a Maintenance Organization, appropriately
approved iaw RA 4800-4849, or a MMO using the necessary
installation instructions issued by the DO.
5
-"."&/01(/RA 5835 – Military Production Organization (MRP 21 Subpart G).
6
-"."&/01(/RA 4809 – Acceptance of Components (MRP 145.A.42).
7
-"."&/01(/RA 5885 – Identification of Products, Parts and Appliances (MRP 21 Subpart Q).
Acceptable Repair Embodiment

Means of 48. Nil.
Compliance
5865(7)
Guidance Repair Embodiment

Material 49. Nil.
5865(7)
Regulation Limitations
5865(8) 5865(8) The instructions and any limitations for a repair design shall
be submitted by the repair design approval holder to the
TAA.
Acceptable Limitations
Means of 50. Any repair should be accompanied by instructions for embodiment and a
Compliance Certificate of Design8 which lists any limitations.
5865(8)
Guidance Limitations
Material 51. Nil.
5865(8)
Regulation Unrepaired Damage

5865(9) 5865(9) When a damaged product, part or appliance is left
unrepaired and is not covered by previously approved data,
the TAA or an appropriately approved DO under privilege
shall approve its continued use.
Acceptable Unrepaired Damage

Means of 52. The evaluation of the unrepaired damage for its Airworthiness consequences
Compliance should be made by the TAA or by the DO under privilege.
5865(9) 53. When the DO evaluates the unrepaired damage for its Airworthiness
consequences, he should inform the TAA.
54. When the organization evaluating the unrepaired damage is neither the TAA nor
the DO, this organization should justify that the information on which the evaluation is
based is adequate either from its own resources or through an arrangement with the
original DO.
55. The TAA should evaluate the unrepaired damage for Airworthiness
consequences and if in any doubt, should consult with the DO.
Guidance Unrepaired Damage

Material 56. This is not intended to supersede the normal maintenance practices defined by
5865(9) the DO, (eg blending out corrosion and re-protection, stop drilling cracks, etc), but
addresses specific cases not covered in the ADS.
8
-"."&/01(/RA 5103 – Certificate of Design.

5865(10) 5865(10) For each repair, all relevant design information, drawings,
test reports, instructions and limitations possibly issued iaw
RA 5865 justification for classification and evidence of the
repair design approval, shall:
a. Be held by the repair design approval holder at the
disposal of the TAA.
b. Be retained by the repair design approval holder in
order to provide the information necessary to ensure the
Type Airworthiness of the repaired products, parts or
appliances.

Means of 57. Nil.
Compliance
5865(10)

Material 58. Nil.
5865(10)

5865(11) 5865(11) The holder of the repair design approval shall provide the
complete set of >?*A(, which result from the design of the
repair, to the TAA.

Means of 59. The repaired product, part or appliance may be released back into service
Compliance before the changes to those instructions have been completed, but this should be for
a limited period, and in agreement with the TAA.
5865(11)
60. The DO should comply with the requirements of RA 54019.
61. If updates to those changes to the ISTA are issued by the holder of the repair
design approval after the repair has been first approved, these updates should be
submitted to the TAA.
62. A programme showing how updates to the changes to the ISTA are distributed
should be submitted to the TAA.
63. The availability of some manual or portion of the changes to the ISTA, dealing
with overhaul or other forms of heavy maintenance, may be delayed until after the
reaches the relevant age or flight hours/cycles.

Material 64. For a description of what constitutes the ISTA refer to RA 5850.
5865(11)
9
-"."&/01(/RA 5401 – Provision of Technical Information.
RA 5875 – (European) Technical Standard Order (MRP 21 Subpart O)
Rationale A Technical Standard Order (TSO) or a European TSO (ETSO) is a detailed

airworthiness specification issued by a recognized certification body to ensure
1
compliance with the essential airworthiness requirements for a particular article .
Although the MAA does not issue a TSO or ETSO, the Type Airworthiness Authority
2
(TAA) can accept either a TSO or ETSO ((E)TSO ) from another certification authority.
(E)TSOs are only issued for articles that were designed for civil use, although they
may be fitted to military Air System.
Contents 5875(1): (European) Technical Standard Order
Regulation (European) Technical Standard Order

5875(1) 5875(1) The TAA shall ensure that any applicable article1 installed
into or onto the Air System complies with the technical
conditions of the (E)TSO under which it was approved.
Acceptable (European) Technical Standard Order

Means of 1. In compliance with the technical conditions, the TAA should ensure he has the
Compliance (E)TSO certificate and the Declaration of Design Performance.
5875(1) 2. A Safety Assessment covering the installation should be undertaken if the
conditions of use of the article to be installed exceed the conditions under which it was
approved.
3. The TAA should assess any replacement or repaired article for its effect on the
Air System Type Certification Basis.
Guidance (European) Technical Standard Order

Material 4. Nil.
5875(1)
1
For the purposes of the RA 5800 series, an ‘article’ means any part and appliance (including Government Furnished Equipment) to
be used on military aircraft.
2
The (E)TSO abbreviation should be taken to mean a TSO from the US or a European TSO.
RA 5880 – Military Permit to Fly (MRP 21 Subpart P)

Rationale A Military Permit to Fly (MPTF) is issued to Air Systems that do not meet, or have not
been shown to meet, the applicable air safety requirements set down in the Air
System’s Airworthiness Strategy but are capable of safe flight under defined
conditions. It is important to clearly define the design and flight conditions approved
under the MPTF. Additionally, the Applicant for, or holder of, the MPTF is subject to
certain rules governing the obligations and privileges they may hold.
Contents 5880(1): Military Permit to Fly

5880(2): Military Permit to Fly Procedure
5880(3): Flight Conditions
5880(4): Approval of Flight Conditions
5880(5): Issue of a Military Permit to Fly
5880(6): Changes
5880(7): Transferability
5880(8): Inspection
5880(9): Validity of Approval
5880(10): Renewal of Military Permit to Fly
5880(11): Obligations of the Holder of a Military Permit to Fly
Regulation Military Permit to Fly

5880(1) 5880(1) A MPTF shall be required for an Air System to be operated
outside the flight conditions1 permitted by an extant Release
To Service (RTS) or where there is no RTS.
Acceptable Military Permit to Fly

Means of 1. A MPTF should be generated and managed in accordance with the procedures
Compliance set out in this RA.
5880(1)
Guidance Military Permit to Fly

Material 2. Deviations from the agreed RTS flight conditions may also be authorized by an
5880(1) amendment to the RTS. In some circumstances it may be preferable to create a
Special Clearance (see RA 13302) in the RTS to allow alternative flight conditions,
rather than use a MPTF.
3. For Military Registered Civil-Owned Aircraft not operated in the Service
Environment and not for MOD benefit, a MPTF is not required (refer RA 1121 3)
Regulation Military Permit to Fly Procedure

5880(2) 5880(2) A MPTF Applicant shall supply all the required supporting
evidence to the Type Airworthiness Authority (TAA) or a
Design Organization (DO) that has the appropriate privilege4
for the issue of a MPTF.
1
For explanation of ‘flight conditions’ refer to para 16.
2
►Refer to◄ RA 1330 – Special Clearances.
3
►Refer to◄ RA 1121 – Air Safety Arrangements for Military Registration of Civil-Owned Aircraft not operated in the Service
Environment.
4
The DO will be assessed by the MAA under RA 5850 to approve the issue of a MPTF but the privilege will be invoked by the TAA.
Acceptable Military Permit to Fly Procedure

Means of 4. An application for a MPTF should be in the format at Annex A.
Compliance 5. The TAA or the privileged DO should ensure that the nominated Operator is
5880(2) competent to conduct the proposed flying.
6. The terms of DO approval (refer to RA 58505) or Contractor Flying Organization
approval (refer to RA 25016) should include the type of Air System for which a MPTF
is being sought.
7. The MPTF should be signed in accordance with this procedure before the first
flight of the proposed flying programme can start. The MPTF states the Definition,
Airworthiness, Safety and Limitations of the Air System to be flown.
8. In support of the request for a MPTF, the Applicant should submit a signed
Declaration of Compliance (DofC) to the TAA or where applicable, the privileged DO.
The DofC should include evidence that the Air System has been inspected and
tested, as required, to determine that it is airworthy and that no features or
characteristics make it unsafe for its intended use. The content of a DofC is defined in
Annex C.
9. In addition to the DofC, the Applicant should provide evidence that they have
arrangements in place for demonstrating that the Air System is fit for flight.
10. For a new Air System or major change in Type Design, the DofC should be
supported by a valid Certificate of Design (CofD) see RA 5103 7.
11. Where the MPTF is required for an Air System to evaluate an armament store
or Air Launched Weapon (ALW) system the Applicant should:
a. Provide evidence, in the DofC submitted in support of the MPTF, or any
amendment thereto, that the airborne armament store or ALW DO has provided
a MOD Form 111 (from the Certificate of Design - RA 5103) with respect to any
carriage, firing, launch/release or jettison limitations.
b. Demonstrate that due account of the limitations has been taken in the
design, testing and operation of the Air System.
Guidance Military Permit to Fly Procedure

Material 12. A MPTF may be specific to an individual Air System or multiple Air Systems of
5880(2) the same design configuration, identified upon the permit by the Military Registration
Number(s).
13. When there is no change to the design for the flight trial, the original DofC may
be used in support of the MPTF.
14. On receipt of the request the TAA or the privileged DO will review the evidence
supplied by the other party and once satisfied the MPTF will be signed by the TAA (or
his authorized representative) or the privileged DO.
15. Following an occurrence, the Applicant, TAA or the privileged DO may revoke
the MPTF. The person responsible for the revocation will advise all other involved
parties including the Air System operator and the Government Quality Assurance
Representative.
Regulation Flight Conditions

5880(3) 5880(3) The conditions for safe flight shall be determined by the TAA
or the privileged DO.
5
6
►Refer to◄ RA 2501 – Contractor Flying Approved Organization Scheme.
7
►Refer to◄ RA 5103 – Certificate of Design.
Acceptable Flight Conditions

Means of 16. The determination of flight conditions should include:
Compliance a. The conditions or restrictions put on itineraries, operating bases or
5880(3) airspace required for the flight(s).
b. The conditions and restrictions put on the flight crew to fly the aircraft.
c. The restrictions regarding carriage of persons other than flight crew.
d. The operating limitations, specific procedures or technical conditions to
be met (which may include the restrictions regarding carriage/release/firing of
ALW).
e. The specific flight test programme (if applicable).
f. The specific continuing airworthiness arrangements and the governance
under which they will be performed.
17. The flight conditions specified in the DofC which forms part of the MPTF should
be determined on the principles set out in the Airworthiness Code applicable to the Air
System design.
18. The flight conditions should take account of the qualifications and competence
of the Air System flight crew and flight test engineers as appropriate.
19. If at any time after an MPTF has been issued, the Applicant becomes aware of
evidence that necessitates a restriction on existing limitations, the Applicant should
immediately advise the TAA or the privileged DO.
20. If urgency dictates, a Special Flying Instruction (SFI) should be raised (refer to
RA 52208). The Applicant should then apply to the TAA or the privileged DO for a new
or amended MPTF.
21. Where the restriction may affect other operators of similar type Air Systems, the
Applicant should make arrangements to inform the relevant TAA.
Guidance Flight Conditions

Material Safe flight
5880(3) 22. Safe flight normally means continued safe flight and landing but in some limited
cases (eg higher risk flight testing) it can mean that the aircraft is able to fly in a
manner that will primarily ensure the safety of over-flown third parties, the flight crew
and, if applicable other occupants.
23. This definition of “safe flight” is not to be interpreted as allowing a test pilot,
equipped with a parachute and operating over a sparsely populated area, to set out on
a test flight in the full knowledge that there is a high probability of losing the aircraft.
24. The Applicant must take reasonable care to minimize safety risks and to be
satisfied that there is a reasonable probability that the aircraft will complete the flight
without damage or injury to the aircraft and its occupants or to other property or
persons whether in the air or on the ground.
Substantiation
25. The substantiation that the Air System is capable of safe flight under the
specified conditions or limitations will detail the analysis, calculations, tests or other
means used to determine the conditions or limitations.
Control of aircraft configuration
26. The Applicant must establish a method for the control of any change or repair
made to the aircraft, for any changes or repairs made to the aircraft, but which do not
invalidate the conditions established for the MPTF.
27. All other changes are to be approved in accordance with RA 5880(6) and when
necessary a new MPTF is to be issued in accordance with RA 5880(5).
8
►Refer to◄ RA 5220 – Special Flying Instructions and Restrictions on Flying.
Regulation Approval of Flight Conditions

5880(4) 5880(4) The flight conditions shall be approved by the TAA or the
privileged DO.
Acceptable Approval of Flight Conditions

Means of 28. The TAA or the privileged DO should be satisfied that the Air System is
Compliance capable of safe flight under the specified conditions and limitations.
5880(4) 29. The appropriate Aviation Duty Holder (ADH) or Accountable Manager (Military
Flying) (AM(MF)) should satisfy himself that the Risk to Life (RtL) of the proposed
flying activity is As Low As Reasonably Practicable (ALARP) ►and Tolerable.◄
Guidance Approval of Flight Conditions

Material 30. The TAA or the privileged DO may require the Applicant to make any necessary
5880(4) inspections or tests for the purpose of satisfying himself that the aircraft is capable of
safe flight under the specified conditions and limitations.
Regulation Issue of a Military Permit to Fly

5880(5) 5880(5) The MPTF shall be issued to the Applicant by the TAA or the
privileged DO.
Acceptable Issue of a Military Permit to Fly

Means of 31. The MPTF should specify the purpose(s) and any conditions and limitations
Compliance approved under RA 5880(4).
5880(5) 32. The TAA or the privileged DO issuing the MPTF should revoke the permit if
there is evidence that any of the conditions specified in RA 5880(9) are not met.
Guidance Issue of a Military Permit to Fly

Material 33. When the MPTF has been issued, the Applicant becomes the holder of the
5880(5) MPTF.
Regulation Changes
5880(6) 5880(6) Any change that invalidates the flight conditions or
associated substantiation established for the MPTF shall be
approved by the TAA or the privileged DO.
Acceptable Changes
Means of 34. The Applicant should apply to the TAA or the privileged DO for a new or
Compliance amended MPTF when there are changes to the evidence contained in the DofC
relating to: limitations, airworthiness, safety or configuration.
5880(6)
35. If changes to the data attached to the MPTF are required then the change to the
MPTF should be approved and issued by the TAA or the privileged DO (Amendment
Statement in Annex B), which only approves the change to the MPTF and does not
authorize the flight.
Guidance Changes
Material 36. A change affecting the content of the MPTF will require the issuance of a new
5880(6) permit in accordance with RA 5880(5).
37. Changes to the conditions or associated substantiations that are approved but
do not affect the text on the MPTF do not require issuance of a new MPTF.
38. In case a new application is necessary, the substantiation for approval of the
flight conditions only needs to address the change.
Regulation Transferability
5880(7) 5880(7) A MPTF shall not be transferable.
Acceptable Transferability
Means of 39. Nil.
Compliance
5880(7)
Guidance Transferability
Material 40. The MPTF is issued based upon the Applicant’s declaration of many aspects of
5880(7) the proposed flight or flights, some of which are specific to the Applicant. Accordingly,
the basis upon which such a permit has been issued is no longer fully in place for a
proposed change of holder, ownership changes, and/or there is a change of register.
A new application will be required under RA 5880(2).
Regulation Inspections
5880(8) 5880(8) The holder of, or applicant for, a MPTF shall provide access
to the aircraft concerned at the request of the TAA or the
privileged DO.
Acceptable Inspections
Means of 41. Nil.
Compliance
5880(8)
Guidance Inspections
Material 42. Nil.
5880(8)
Regulation Validity of Approval

5880(9) 5880(9) A MPTF shall remain valid for a stated period.
Acceptable Validity of Approval

Means of 43. The MPTF should continue to be valid for the stated period providing the Air
Compliance System remains in compliance with the specific conditions and limitations of RA 5880,
the MPTF has not been suspended or revoked, and the Air System remains on the UK
5880(9) Military Aircraft Register.
44. Upon suspension or revocation, the MPTF should be marked in such a way
that it cannot be re-used.
Guidance Validity of Approval

Material 45. Nil.
5880(9)
Regulation Renewal of Military Permit to Fly

5880(10) 5880(10) A renewal of the MPTF shall be approved by the TAA or the
privileged DO.
Acceptable Renewal of Military Permit to Fly

Means of 46. The renewal of the MPTF should be processed as a change in accordance with
Compliance RA 5880(6).
5880(10)
Guidance Renewal of Military Permit to Fly

Material 47. Nil.
5880(10)
Regulation Obligations of the Holder of a Military Permit to Fly

5880(11) 5880(11) The holder of a MPTF shall ensure that all the conditions
and limitations associated with the permit are satisfied and
maintained.
Acceptable Obligations of the Holder of a Military Permit to Fly

Means of 48. Nil.
Compliance
5880(11)
Guidance Obligations of the Holder of a Military Permit to Fly

Material 49. Following signature by the TAA or the privileged DO, the original document
5880(11) MPTF and any amendments and revisions thereto, will be returned to the holder.
50. The holder of the MPTF will distribute copies of the MPTF and any amendments
and revisions thereto to the Air System operators and other agencies involved in the
conduct of the associated flight testing of the Air System as required.

5880(12) 5880(12) All documents produced to establish and justify the flight
conditions shall be held by the originator or holder of the
MPTF, as appropriate, at the disposal of the TAA or the
privileged DO, in order to provide the information necessary
to ensure the continued airworthiness of the aircraft.

Means of 51. A historical record of the original MPTF and subsequent Amendments, and the
Compliance substantiations determined in the application of the MPTF should be held in order to
provide the information necessary to ensure the continued airworthiness of the Air
5880(12) System and should be retained for a minimum of 5 years beyond the aircraft’s Out-of-
Service date.

Material 52. Nil.
5880(12)
ANNEX A
THE MILITARY PERMIT TO FLY (MPTF) TEMPLATE
NOTES ON PRESENTATION OF THE MPTF TEXT
1. The MPTF template reflects the layout of a Release To Service (RTS) document in terms of the
parts and sections into which it is sub-divided.
2. In the MPTF template, the following conventions are used:
a. All normal text, including headings, will be used as shown.
b. Italic text within brackets thus {example} is used to show where text appropriate to a specific
MPTF is required and must be deleted or replaced before issue of the final document.
c. Italic text presented within shaded boxes, as this example, provides guidance on the required
content.
d. Where normal text is shown within double-line boxes, as this example, mandatory content is
defined, but the presentation is not specified.
e. Where a table is shaded and italic text is used, as below, this indicates that it is an example of
an acceptable format.
Mod No Description Affects MPTF or not fully MPTF Review

integrated into Air System Reference D
Document Set (ADS) a
t
e
CLASSIFICATION
3. The Classification of an Air System MPTF should be in line with the guidance provided within JSP
440 The Defence Manual of Security, Part 4 - Section 1: Classification Policy9. If information of a higher
classification than OFFICIAL – SENSITIVE must be included in the MPTF, rather than in another part of
the ADS (such as the Tactics Manual), or a classified part of the Aircrew Manual, this will be presented as
a separate ‘Classified Supplement’ to the MPTF. In these circumstances, both the main and
supplementary parts of the MPTF have their own Preliminary Pages and MPTF Statement. The
supplement uses the same numbering system for Parts and sub-sections as the main, but to keep it to the
minimum number of pages, the supplement need only include those Parts and sub-sections that are
directly relevant.
CONFIGURATION CONTROL
4. All pages in the MPTF (including the Preliminary Pages and any blank pages) must show their Issue
and Amendment status.
5. If a ‘Classified Supplement’ is used it will need to be under separate configuration control, ie with its
own Issue and Amendment Status. The TAA must ensure that the main MPTF and any supplement are
always coherent cross-referenced to the Issue and Amendment status of the other.
ELECTRONIC FORMATS
6. The MPTF may be provided in electronic format10.
RECORDING OF MODIFICATIONS
7. Air System modifications will be recorded by the TAA in the ADS under his configuration control. The
MPTF is not the repository of all modification embodied on the Air System, however some modification
need to be identified to aircrew. A modification affects the MPTF when it is necessary to identify different
limitations and/or procedures for the pre-mod and/or post-mod conditions of the Air System or equipment.
Those modifications affecting the MPTF should be recorded in Part A.6 utilising two headings for Design
Modifications Part A 6.2 and Service Modifications Part A 6.3 and should be listed separately.
Modifications may be listed numerically or by system (Engines, airframe avionic, etc).
9
It is likely that most Air System MPTF documents will be marked OFFICIAL - SENSITIVE.
10
Refer to RA 1310 - Air System Document Set.
DEFINITION OF TERMS
It is important to the use of the MPTF and the overall airworthiness of the Air System, that there is a clear
and common understanding of the terms used within the MPTF. Therefore, every MPTF will have a
section dealing with the definition of terms.
Many of the terms used within an MPTF are common to all Air Systems, and hence must be defined in all
MPTF. The following must be included in all MPTF:
Term Definition
Airworthiness The ability of an Air System or other airborne equipment or system to be

operated in flight and on the ground without significant hazard to aircrew,
ground crew, passengers or to third parties; it is a technical attribute of materiel
throughout its lifecycle.
TAA-approved Design The TAA-approved Design Standard is the standard to which the MPTF
Standard applies.
The TAA has the discretion to use a reference design standard that is other
than the DO's Configuration Status Record (CSR). The TAA must be satisfied
that there is a Safety Assessment for this reference design standard and that
configuration control procedures are equivalent to those required for a CSR.
CAUTION A ‘CAUTION’ is inserted when the consequence of not respecting a limitation

might be damage to the Air System or equipment.
Installation only 'Installation only' means that the equipment may be fitted but must not be
operated in flight. It must be isolated in accordance with a defined scheme
unless it has been shown that inadvertent operation represents a hazard.
Note A Note is inserted to clarify the reason for a limitation.
Operational Emergency Not Used.

Clearance (OEC)
Prohibited 'Prohibited' means that operation in the manner described, or of the equipment
specified (as appropriate), is prohibited because the associated risk is
unacceptable. The risk may be judged unacceptable because it is either too
high or because there is insufficient knowledge to determine the likelihood of
encountering a severe hazard.
Switch-on only 'Switch-on only' means that it is understood that operation of the equipment
does not interfere with the proper operation of any other equipment or system
fitted to the Air System. The equipment may be fitted and may be operated in
flight within the limitations defined (which may therefore restrict such operation
to specific phases of flight and parts of the flight envelope) but cannot be relied
upon to function correctly (which may include incorrect functioning of any
failure indications). The Air System must not be operated in any way that
places any reliance whatsoever on the proper functioning of this equipment.
WARNING A ‘WARNING’ is inserted when the consequence of not respecting a limitation

might be death and/or injury.
In addition to these there may be other terms that are specific to the Air System type; these should all be
clearly defined.
Presentation of WARNINGS, CAUTIONS and Notes
The convention used for presenting WARNINGS, CAUTIONS11 and Notes within the MPTF needs to be
explained. The appropriate statement will be selected from the following:
The WARNINGS, CAUTIONS and Notes are placed as close as practicable to the relevant
limitation/procedure.
or
The WARNINGS, CAUTIONS and Notes are called out and numbered within each sub-section, and placed
at the end of the relevant sub-section within each Part.
or
The WARNINGS, CAUTIONS and Notes are called out and numbered within each Part and placed at the
end of the relevant Part.
11
WARNINGS and CAUTIONS are written in upper case and bold.
Part A – Airworthiness and Document Management

A.1 MPTF STATEMENTS
All MPTF statements must use a common standard of wording.
Security Classification Reference:………………
This permit is issued in accordance with MPTF Procedure

AIR SYSTEM: VERSION/MARK:
SERIAL No(s): REGISTRATION NUMBER:
DESIGN CONFIGURATION:
CONTRACT OR LOAN AGREEMENT No:
SUBJECT OF CONTRACT:
ENGINE TYPE:
Permission is hereby given for flights, within the conditions of Part B of this permit, from an approved
location, for the purpose of flight by an authorized pilot, as permitted by the said reference current
amendment.
The design of the Air System is represented by the Configuration Status Record, the identification and
issue of which is shown in the statement of design limitations of Part C of this permit.
Note: This permit authorizes the Air System to be released to a competent Operator to fly. The final
decision to fly rests with the Applicant (ADH or AM(MF)) once he has satisfied himself that the RtL is
►ALARP and Tolerable.◄
For the Applicant (Insert name of Organization)
Date Signed (Authorized Signatory) Name
Design Organization (if not the

Applicant): (Insert name of Organization)
Design Approved Organization

Scheme (DAOS) Approval
Reference No.
Operator (Insert name of Organization)

CFAOS Approval Reference No.
(where appropriate)
For the TAA or the privileged DO (Insert name of ►Delivery◄ Team or Organization)
Valid Until Date: ……………
Note: Changes affecting the limitations in Part B or C must be identified in the Amendment Statement in
the form of Annex B, or re-issue of this permit.
Amendment Record Sheet Reference……………..
A/L Amendment Design or Flight Limitations

Incorporated by Date Incorporated
No. Statement Ref. and Parts affected
1
2
3
4
5
6
7
8
9
10
A.2 Introduction
A.2.1 Purpose: The MPTF is the statement by the Applicant to the TAA that an acceptable Equipment
Safety Assessment has been prepared for the Air System and its equipment. It can also form the basis for
a subsequent initial RTS for the Air System.
The MPTF describes the approved Air System configuration(s), the operating envelope, limitations, design
standard, standard of operational software, and the parameters within which the Air System may be flown.
It also includes the approved Special Clearances and advice on their application.
A.2.2 Structure: This MPTF comprises specific statements and 4 supporting parts:
Part A covers the purpose and management of the MPTF and any other relevant information that does not
appear as a flying limitation.
Part B covers limitations on the handling and use of the basic Air System.
Part C covers those additional limitations and constraints that may be imposed by systems integral to the
Air System.
Part D covers those limitations and constraints imposed when the Air System is operating in a particular
role.
The limitations in Parts B, C and D may be at one of two levels: either for normal use or for operational
emergency use only.
A.2.3 Amendment: Amendments will be promulgated automatically to the agencies detailed within the
distribution list. Suggestions for amendment are to be forwarded to:
{Contact details of the TAA}
A.3 Description
The {Air System identifier} is an {Air System description}, procured against {reference to agreed
characteristics against which contract was let} for use by {service operator} in the following roles:
{Primary Roles}
{Secondary Roles}
{Tertiary Roles}
The {Air System identifier} was designed to meet the requirements of {Type Certification Basis (TCB),or
appropriate design standard eg EASA, JAR, FAR, Def Stan (including anthropometric considerations)}. It
is manufactured in {country of origin} by {manufacturer} under {arrangements to ensure manufacture will
meet the design}. Any non-compliances are to be clearly shown.
The DO(s) for various elements of the Air System are listed below:
This list will highlight all DOs who have a role in maintaining the configuration control of the Air System.
Air System: {Air System DO and contact details}

Engine: {Engine DO and contact details}
Equipment or major system: {Equipment or Co-ordinating DO}
Where appropriate, a CofD has been produced to certify the extent to which the design satisfies the
requirements of the specification, including any exceptions or limitations.
A.4 Air System Life and Fatigue

The limitations in Parts B, C and D are valid for the life of the Air System. The Air System life is {Air
System life eg x hours or assessed on condition}. This life and elements of the maintenance and servicing
schedule are based on the following assumed spectrum:
{design usage spectrum}
A.5 Statement of Operating Intent and Usage (SOI/SOIU)

The use of the {Air System identifier} has been reviewed by the ADH or AM(MF) and TAA within the roles
and fleets as detailed below:
{List of all Marks, Roles or fleets (groupings) of Air System that operate to different usage spectrum.}
The SOI/SOIU for {Air System identifier} has been issued at {SOI/SOIU reference} and has been passed to
{Air System DO} for comparison against the assumed design spectrum. Any perceived differences
between the Air System use described by the SOI/SOIU and the way in which the Air System is actually
being operated are to be highlighted to {SOI/SOIU issuing authority} for resolution or SOI/SOIU
amendment.
The current SOI/SOIU for this Air System is {SOI/SOIU reference}, issued {date} the key points of which
are:
{SOI/SOIU executive summary}
A.6 Air System Configuration

The design standard of {Air System identifier} to which this MPTF applies is given below:
Users of the MPTF are to note that, unless listed or referenced below, a Modification/item of equipment is
not authorized to be fitted or used. In case of doubt, refer to {Contact details of the ►Delivery◄ Team EA}.
Within section A6 the Air System Configuration will be built up through the sub-sections of:
A.6.1 Basic Design Standard
The initial design of the manufacturer. If there are several DOs, then multiple entries will be required.
Production Design Standard(s). Configuration Status Record {number and issue state}
Plus any class AA modifications.
A.6.2 Design Modifications
This will provide a cross-reference to a list that is under the configuration control of the TAA, all Design
modifications introduced since the initial design, including those that represent full design incorporation of
Service modifications.
Design Modifications affecting the MPTF:
Service Modifications affecting MPTF
Mod No Title MPTF Reference
A.6.4 Other equipment
Subject to TAA’s discretion, Modifications or authorisations for any equipment that is fitted to, or carried in,
the Air System but is not covered by sub-sections A.6.1, A.6.2 or A.6.3, ie “Equipment ‘not-basic’ to the Air
System”. Everything listed under "Other Equipment" must have a Safety Assessment to determine the
safety impact and any associated limitations incorporated in the ADS. Such Safety Assessments may be
integral to (or supplements to) the Equipment Safety Assessment, or can be based on the equipment’s
own Safety Assessment, provided specific consideration of the Air System integration aspects is added.
Freight carried in accordance with standard rules is not included.
Aircrew Equipment Assemblies (AEA)
This section should detail the AEA that have been specifically cleared for use with the Air System. Ideally
cross reference should be made to AEA schedule DAP108B-0001-1 (providing appropriate procedures are
in place for the TAA to approve AEA introduction), thereafter the table of AEA in the MPTF should endorse
a limited amount of AEA. The limitations for AEA will be given at C.1.
The following further sub divisions are suggested, but others may be used at the discretion of the TAA.
Role Equipment (when applicable)
The limitations for Role Equipment will be given at C.21 or Part D, as appropriate.
Armament and non-armament stores (when applicable).
The limitations for armament and non-armament stores will be given at C.20 or Part D, as appropriate.
Airborne Equipment (AE) (when applicable).
Helicopter Under-Slung Load Equipment (HUSLE) (when applicable).
Cleared carry onboard equipment (when applicable).
The limitations for AE, HUSLE and Miscellaneous Items of Carry-on equipment will be given at Part D.
A.7 Related Documents

A.7.1 The production design is airworthy when operated by qualified Service or Civilian aircrew within the
limitations promulgated in Parts B, C and D of this MPTF and in accordance with the information and
provisions contained in the following related documents:
Enter in the form given below for all airworthiness related documents, including: AM, ODM, FRCs, Tech
Pubs, MOD F700, etc.
{document} to the latest standard, published and maintained by {publication organization eg OC Handling
Sqn, Agency tasked to maintain the ODM} on behalf of {sponsor eg TAA/ADH/AM(MF)}.
A.7.2 To ensure the Air System retains its design airworthiness it will be serviced and maintained in
accordance with:
{Tech Pubs reference} to the latest standard, published and maintained by {publication organization} under
the authority of {document sponsor}.
{Component lifing policy reference} to the latest standard, published and maintained by {publication
organization} under the authority of {document sponsor}.
The following sub-section is used when appropriate.
A.7.3 Other documents referred to in this MPTF which contain information relevant to the airworthiness
and operation of this Air System are:
{Document Reference eg BRd766C} to the latest standard, published and amended by {publication
organization} under the authority of {document sponsor}.
The following sub-section is used when appropriate to a main MPTF document that has a Classified
Supplement, or to the Supplement itself.
A.7.4 The Classified Supplement {Document Reference}, {Issue}, {Amendment}.

or
The main MPTF {Document Reference}, {Issue}, {Amendment}.
Part B – Air System Design and Handling Limitations
This part of the MPTF contains Air System design and handling limitations that provide for airworthy
operation of the Air System by qualified Service or Civilian aircrew. This part covers the information to
aircrew, for limitations that are basic to flying the Air System without external stores or other role equipment
fitted. Thus it covers items such as: speed, altitude, manoeuvres, environmental conditions, take-off and
landing etc. They are to be expressed in a manner that allows them to be respected by the aircrew. The
conditions pertaining to a particular limit are to be expressed unambiguously. Where the meaning of a term
is not formally defined it needs to be explained (eg ramp mass). Conflict, or perceived conflict, of
information will be avoided. When operation is dependent on the Air System configuration this will be
expressed unambiguously, eg including reference to the relevant modification number.
B.1 Environmental Conditions
Snow, icing, cold weather limits, hot weather limits, operation in sandy or dusty environments.
B.2 Temperature Envelope
Maximum and minimum temperatures (ie with reference to International Standard Atmosphere see also
Def Stan 00-970 Part 1 /4 section 7) for ground operation and flight, dew point limits, hot and cold soak
limits. To assist the aircrew an indication needs to be provided as to where the temperature will be
measured.
B.3 Flight Envelope
Altitude/Speed/All Up Mass limits expressed in written or (preferably) graphical form (eg flight velocity
diagrams). Instrument flying and degraded mode flight envelopes, formation flying, AAR envelope, speeds
limits for systems (eg flaps, undercarriage) and degraded systems (eg one hydraulic system) etc.
B.4 Mass and Centre of Gravity
Maximum all up mass (AUM) and any other AUM related limits eg maximum take-off mass if different to
landing mass, maximum towing mass, jacking mass, slinging mass. Longitudinal and lateral centre of
gravity limits. This may be a graph with AUM and Centre of Gravity as the axes. For fixed wing Air Systems
it may include: ramp mass, maximum take-off mass, maximum overload take-off mass, maximum landing
mass and maximum fuel mass. (Note that this document takes the scientific view that mass is not the same
as weight).
B.5 Manoeuvre Limits
Angle of bank limits (may be a graph), G limits, incidence, stalling and spinning, roll limits, aerobatics and
unusual manoeuvres. For rotorcraft will include: hovering and low speeds flight envelope, spot turn limits.
(Note any additional limits with external configurations by referring to roles (Part D).)
B.6 Ground Operations, Take-Off and Landing
Airfield or alternative surface limitations: ground running restrictions, towing and taxiing, Air System tie
down/restraint arrangements for engine ground runs, for rotorcraft: rotor brake, rotor engaging and
disengaging, cross wind take-off and landing, maximum rate of descent on landing, Air System arresting
systems, sloping ground limits, undercarriage, tyres and brakes limits, taxiing limits, running take-off and
running landing limits, engine off landings. Limitations on ship operations: ships from which operation is
cleared or prohibited, airspeed and approach limits, landing spots etc.
B.7 Instrument and Night Flying
Limitations for unaided instrument or night flying, ie without NVGs etc. Any special to type limits which
need to be observed only at night. Any external configurations which affect these and refer to Part D. Refer
to instrument flying envelope at Paragraph 1. Helicopter Type Allowance (needs to state if pressure error is
or is not included) and any special to type limits.
B.8 Electro-Optic Flying
Air System/equipment combination related limits only, NOT equipment related limits for flying with NVG,
FLIR, visor displays etc. May include primary and reversionary modes. Equipment-related limitations (eg
those relating to temperature storage of NVG) must not be included in the MPTF but must appear in the
appropriate equipment publication. Aircrew will be aware of equipment limitations by receiving the required
training before they are authorized to use it.
B.9 Electromagnetic Compatibility
Basic Air System HIRTA limits, reference to any additional limits due to role configuration (Part D).
B.10 Minimum Crew
Minimum Crew. The minimum number of Certificate of Qualification on Type (CQT) aircrew (Pilot & Non-
Pilot) will be stated for all relevant flight conditions. Additionally, due to the nature of Remotely Piloted Air
Systems (RPAS) operations, the minimum number of ground crew required during the launch and recovery
phase will be stated.
Guidance Material. In determining minimum crew, the following factors will be considered: maintenance of
lookout, conduct of normal and emergency operating procedures and crew workload. Stipulation of
minimum crew by task (eg take-off and landing) or crew position (eg cockpit seat or RPAS ground control
station position) may be required.
Guidance Material. Operation of the Air System by non-CQT personnel (eg test flying, students,
passengers, supernumerary crew) as permitted within the MRP RA 2000 Series, will be detailed in ADH /
AM(MF) Orders.
Table example:
Flight Condition Day VFR Night VFR IFR NVD

Pilot CQT Aircrew
Non-Pilot CQT Aircrew
Part C – System Limitations and Constraints
This part of the MPTF covers those systems integral to the Air System and contains limitations that provide
for airworthy operation of the Air System by qualified Service or Civilian aircrew. Only system limitations
that have an impact on the airworthy operation of the Air System, to a required performance standard, by
qualified Service or Civilian aircrew are to be included. They are to be expressed in a manner that allows
them to be respected by the aircrew. The conditions pertaining to a particular limit are to be expressed
unambiguously. Where the meaning of a term is not formally defined (eg ejection mass) it needs to be
explained. Conflict, or perceived conflict, of information will be avoided. When operation is dependent on
the Air System configuration this will be expressed unambiguously, eg including reference to the relevant
modification number.
Where system limitations are wholly described in Part B they need not be repeated in Part C. Where this is
not the case, system limitations need to be comprehensively covered under the relevant heading.
Role-related limitations, ie those covering different external stores configurations and specific roles, will
appear in Part D.
C.1 Aircrew Equipment
Generally cleared by exception; that is to say: if it is issued for use it is authorized to use. Where there are
Air System limitations associated with the equipment/Air System combination they will appear here.
Equipment limitations will only appear in the MPTF when they need to be brought to the attention of the
aircrew and do not exist elsewhere. For MPTF purposes aircrew equipment includes carry-on equipment.
Any items specifically cleared for use need to be either listed in the AEA section of the Design Standard in
Part A or covered by a modification.
C.2 Fuels, Oils & Lubricants
List of all permitted fuels, oils and lubricants, with associated limits if any.
C.3 Auxiliary Power Units
All APU and starter system limits, air and ground use, system temperature limits, starting limits, running
time.
C.4 Electrical System
Any relevant limits including those associated with degraded modes or load shedding, battery limits.
Limitations on the testing of warning systems in flight.
C.5 Hydraulic System
System temperature and pressure limits. Any limits associated with degraded modes, ground use limits,
limitations on any services provided by hydraulic system.
C.6 Fuel System
Minimum fuel for flight, altitude limits associated with booster or fuel pump operation, any cross-feeding
limitations, refuelling and de-fuelling limits, in flight refuelling limitations, use of icing inhibitors.
C.7 Engines and Transmission
System temperature and pressure limits: starting limits, running time, limits on in-flight shut down or in flight
re-light. Torque: compressor speed, gas temperature free turbine limits.
If required, sub-sections on: propellers, reheat, water injection, rotors etc.
C.8 Environmental Conditioning System
Associated system limits and operational constraints for aircrew, cargo and equipment, including oxygen
system.
C.9 Canopy/Windscreen
Associated system limits, operational constraints.
C.10 Undercarriage
Associated system limits, operational constraints.
C.11 Emergency and Escape Systems
Needs to include any limits associated with escape systems, emergency avionics such as cockpit voice
recorders, sonar location beacons etc. Limitations on ejection mass and how mass is defined (eg walk out
mass, total mass etc). Emergency lighting limitations.
C.12 Fire Protection System
All limitations associated with fire detection and fire fighting system for airframe and engine.
C.13 Ice Detection and Ice Protection Systems
All limitations associated with the functioning of the ice detection system and ice protection (de-icing, anti-
icing) systems. Limitations on the operational envelope imposed by the capability of the ice
detection/protection are expressed in Parts B1, B2, B3 and B6 as appropriate.
C.14 Flying Control System
All limitations associated with flying controls, lifting surfaces etc.
C.15 Stability Augmentation/Autopilot System
Limitations associated with any form of stability augmentation or autopilot system, including degraded
mode limits. Stability augmentation equipment, autopilot modes including
engagement/disengagement/mode failure constraints, any specific flying control limitations eg any need to
keep hands on stick, minimum operating height to allow for recovery from runaway.
C.16 Communication Systems
Limitation of the use of communication equipment: including homing equipment and data links (for example
RPAS), operational performance constraints.
C.17 Navigation Systems and Sensors
Limitation associated with use of navigation equipment eg GPS, RAD Alt, TACAN, digital maps, PBN,
RVSM etc; operational constraints which affect performance.
C.18 Mission Management Systems
Mission management systems include weapon aiming systems.
C.19 Operational/Mission Sensors
Any limitations or operational constraints associated with ESM, optical, sonar, sonic sensor systems, IFF,
radar (Note this needs to include operating performance constraints such as areas of blanking etc).
C.20 Defensive Aids
Installed system limits where these form part of an integrated suite or are individual items.
C.21 Armament System
Identification of armament/stores management systems, stores and associated limits (eg HIRTA, RAD
Haz) imposed on the Air System by its armament systems. Carriage, and release and jettison limits may
either be included here (where they can be simply expressed, for example where an Air System carries a
single store type and which is not configuration dependent), or reference may be made to Part D (where
there may be a number of different stores, configurations and other associated variables). MPTF limitations
need to be consistent with weapon aiming and mission management system limits. Limitations associated
with the use of integral guns, as opposed to role fit guns, would appear here. Role fit guns would appear in
Part D.
C.22 Role Equipment
Where the TAA or privileged DO judges it convenient and appropriate, rather than using Part D, list
equipment and respective limits for equipment which is related to a role or roles but is normally carried in or
on the Air System as normal fit.
Part D – Role Limitations and Constraints
The Air System configuration(s) for each role needs to be listed including any items that are not considered
part of the basic design standard, or are to be removed from the basic design standard. Cleared
equipment for each role fit must be listed (eg HUSLE). Any additional or different limits to those in Parts B
and C which need to be observed as a result of these configurations must be detailed.
Where equipment is role-related but not considered a role fit item (eg a hoist which is fitted all the time as
opposed to solely during SAR missions) this needs to be included in Part C.
When operation is dependent on the Air System configuration this will be expressed unambiguously; eg
including reference to the relevant modification number. If necessary, compatibility matrices are to be used.
Part D is likely to be highly Air System specific.
The headings suggested are indicative and not prescriptive.
Examples of section headings for a Fixed Wing Air System include:
Authorized Configurations (with associated carriage, release and jettison limits)
Air to Air Refuelling
Target Towing
Loading Limitations (including passengers and freight)
Ferry Configurations
Air Drop
Parachuting
Reconnaissance
Examples of section headings for Rotorcraft include:
Underslung Load Operations
Winch Operations
Casevac
ASW
ASuW
Troop Carrying
SAR
Parachuting
Surveillance
ANNEX B
MILITARY PERMIT TO FLY
Amendment Statement
Security Classification
Reference:…………..
FOR CHANGES TO DESIGN OR FLIGHT LIMITATIONS
1. Amendment No ... to the Design/Flying* limitations contained in MPTF for an Air System Reference
…………… Issue ………..
2. This amendment is issued in accordance with MPTF Procedure. This amendment does not of itself
authorize flight trials but only authorizes amendment to the appropriate MPTF.
Air System Type ……………………………… Serial No(s) …………..
Design Configuration …………………………………..
3. Brief description of alterations to design/flying limitations and/or approved pilot (with list of
associated drawings and reason for the amendment attached, if necessary).
4. (a) *Remove pages .... from Design/Flying* limitations attached to the above MPTF.
(b) *Insert attached revised*/new* pages …. into Design/Flying* limitations of the above MPTF.
(c) *Revise the authorized category of pilot by adding to*/deleting from* MPTF, Flying Limitations
in accordance with instruction in Paragraph 3 above.
(d) Record this amendment on the MPTF amendment record sheet.
*delete as appropriate
For the Applicant (Insert name of Organization)
Design Organization (if not the

Applicant): (Insert name of Organization)
DAOS Approval Reference No.
Operator (Insert name of Organization)

CFAOS Approval Reference No.
(where appropriate)
For the TAA or the privileged DO (Insert name of ►Delivery◄ Team or Organization)
Valid Until Date: ……………

Amendment Statement
Explanatory Notes
1. This certificate is to be used to cover an amendment to the design or flying limitations contained in
a MPTF.
2. This amendment must be promulgated by issue of new or the replacement and/or revocation of
old pages as instructed by paragraph 4 of this Certificate. To assist the user, a vertical line must appear
in the margin against those parts of the existing limitations which have been altered by current
amendments.
3. The originator must ensure that the correct security markings are given to this form and the
amended page(s) which it covers.
4. When this form is used to amend a MPTF containing Specific Units (eg Imperial Units), the use of
those Specific Units is to be continued.
ANNEX C
Declaration of Compliance Criteria
The Declaration of Compliance is a signed statement (see Appendix 1 to Annex C) which covers and
certifies the integrity of a list of the supporting evidence by reference number and issue status, the “DofC
documentation”, which provides the following evidence as a minimum:
a. System Definition:
a.1 System Specification.
Defines the performance, airworthiness and safety requirements.
a.2 System Design Requirements.
Includes the Qualification and Certification Basis.
a.3 System Descriptions.
Short narrative description of the system(s) to be tested. The level of detail required will be
dependent on the complexity of the system(s) to be tested and may refer to other more explicit
document(s).
a.4 System Configuration.
Defines the design configuration (including software and interfaces) of the system.
a.5 System configuration changes introduced by modification.
Narrative statement of the system changes introduced since previous MPTF issue.
a.6 System Qualification Documentation.
A list of reports on all analysis and tests conducted to show compliance with the system
specification (including software).
a.7 System Safety Analysis.
a.7.1 The analysis must demonstrate that the design meets the required level of safety
for the proposed flight(s). An overall system cumulative probability of catastrophic
technical failure must be provided.
a.7.2 The analysis must also demonstrate that the design meets the required level of
safety for ground operation (for example maintenance).
a.8 Design Limitations.
a.9 Flying Limitations.
a.10 System Technical Limitations list.
List identifying the technical limitations (performance) that relate to the proposed tests.
a.11 System Exceptions list.
List identifying the exceptions against the certification basis that have yet to be satisfactorily
demonstrated.
a.12 Limiting Conditions List.
List identifying the limiting system external conditions for the proposed tests (eg VMC only, no rain,
no cross wind >x knots etc).
b. System Review reports:
b.1 System Airworthiness Report.
Report of the results from the DO’s independent airworthiness review (independent checking
function) of the evidence supporting the system definition. The checking function must be
independent from the design activities.
b.2 Report from reviews of the System definition comprising:
b.2.1 Report on System Design Reviews (SDR), including airworthiness aspects and
report of performed system safety analysis.
b.2.2 Report on the Configuration Audit (CA)12. The CA will normally be undertaken
throughout the design and build process in conjunction with the MAA and will be in 2 parts:
12
This satisfies the national requirement for a Statement or Certificate of Conformity for each Air System.
i. a Physical Configuration Audit (PCA) to verify that the as-built

configuration of the Air System meets the documented design standard for the
requirements of the proposed test(s), and
ii. a Functional Configuration Audit (FCA) to verify the Configuration Items
(CI) and systems performance against the approved configuration documentation
and determine whether the Air System design meets the functional requirements
for the proposed flights.
c. Results from ground test and/or previous flight tests.
d. Previous experience of the system.
e. Flight programme to which this request refers:
e.1 Definition of the system(s).
e.2 Definition of the actual flight activities to be performed.
e.3 Flight objective(s).
e.4 Reference to all limitations and exceptions (see a8 – a11)
e.5 A final risk evaluation for the complete program demonstrating suitable mitigation in place
to achieve an acceptable level of residual risk.
f. Maintenance Instructions.
g. Operating Instructions.
h. Operator’s organization and experience:
h.1 A definition of the organization to operate the system.
h.2 A short description of the organization which will operate the system and a statement as to
their competence.
h.3 A definition of key persons and their qualifications and experiences required for their tasks
during the flight testing.
i. Other information nationally required.
Note: The above list is not exhaustive and in addition the operator will be required to prepare a Safety
Assessment in support of the use of airfields, ranges and test facilities for agreement with the relevant
authority.
The operating safety argument must address separately the airfields and test/flight areas including access
and egress routes to be used covering, as a minimum, the following:
a. Emergency conditions (crash, emergency landing and escape).
b. All other conditions and environments that may affect the safety of the proposed flight(s) (for
example EMC/I, flight profile, weather, multiple aircraft involved in the test etc).
c. Risk to other air vehicles.
d. Risk to people on the ground and measures taken to reduce that risk.
e. Risk to 3rd party property and measures to reduce that risk.
f. Go/no go statement based on the risk values estimated above.
APPENDIX 1 to ANNEX C
Declaration of Compliance
Reference No:
Issue No:
Air System Design Configuration:
APPLICANT
I declare that the information provided above is complete and accurate, and that the Air System to which it relates
is airworthy and fit for flight within the conditions and limitations defined in the flight conditions.
Name:
Signature:
For (Applicant)
Date
RA 5885 – Identification of Products, Parts and Appliances

(MRP 21 Subpart Q)
1
Rationale To comply with configuration control requirements, each product , part or appliance to
be fitted on an Air System must be individually identified. There are important safety,
operational and economic benefits if the possibility of recurrent failure of a product,
part or appliance can be confined to identifiable material batches, components,
equipment or aircraft. To achieve this, traceability and interchangeability are required
for selected products, parts and appliances.
Contents 5885(1): Identification of Products

5885(2): Handling of Identification Data
5885(3): Identification of Parts and Appliances
5885(4): Identification of Critical Parts
5885(5): Traceability of Identifiable Parts
Regulation Identification of Products

5885(1) 5885(1) The identification of products shall include the specific
information of Manufacturer's name, Product designation,
and the Manufacturer's Serial Number.
Acceptable Identification of Products

Means of 1. Any organization that manufactures an aircraft or engine should identify that
Compliance aircraft or engine by means of a fireproof plate that has the information specified in
RA 5885(1) marked on it by etching, stamping, engraving, or other approved method
5885(1) of fireproof marking. The identification plate should be secured in such a manner that
it is accessible, legible and not likely to be defaced or removed during normal service
(including maintenance), or lost or destroyed in an accident.
2. Any organization that manufactures a propeller, propeller blade, or propeller
hub should identify it by means of a plate, stamping, engraving, etching or other
approved method of fireproof identification that is placed on it on a non-critical surface,
contains the specified information, and is not likely to be defaced or removed during
normal service or lost or destroyed in an accident.
Guidance Identification of Products

Material 3. Nil.
5885(1)
Regulation Handling of Identification Data

5885(2) 5885(2) Only MAA approved Design or Maintenance Organizations
(MO), or Military MO shall remove, change, or place
identification information on any aircraft, engine, propeller,
propeller blade, propeller hub or Auxiliary Power Unit (APU).
1
For explanation of what constitutes a product, refer to RA 5800 – General Requirements – Project Teams and Organizations
(MRP 21).
Acceptable Handling of Identification Data

Means of 4. Any organization performing maintenance work should remove, change, or
Compliance place identification information only in accordance with established methods,
techniques and practices.
5885(2)
5. Any removed identification plate should be re-installed only on the assembly
from which it was removed.
Guidance Handling of Identification Data

Material 6. Nil.
5885(2)
Regulation Identification of Parts and Appliances

5885(3) 5885(3) The Type Airworthiness Authority (TAA) or Commodity
Project Team Leader shall ensure that each part or
appliance is permanently and legibly marked in accordance
with the applicable design data.
Acceptable Identification of Parts and Appliances

Means of 7. If a part or appliance is too small or that it is otherwise impractical to mark a part
Compliance or appliance with any of the information specified in RA 5885(3), the authorized
release document accompanying the part or appliance or its container should include
5885(3) the information that could not be marked on the part.
8. Any private markings used by the manufacturer to facilitate the assembly of
parts should not be located in a position where they will confuse other identification
marks.
Guidance Identification of Parts and Appliances

Material 9. Nil.
5885(3)
Regulation Identification of Critical Parts

5885(4) 5885(4) In addition to the requirement of RA 5885(3), each
manufacturer of a part which has been identified as a critical
part 2 shall permanently and legibly mark that part with a part
number and a serial number.
Acceptable Identification of Critical Parts

Means of 10. Nil.
Compliance
5885(4)
Guidance Identification of Critical Parts

Material 11. Nil.
5885(4)
2
A 'critical part' is a part, the failure of which could have a catastrophic effect on the Air System in which it is installed.
Regulation Traceability of Identifiable Parts

5885(5) 5885(5) The Design Organization shall prepare, for inclusion in the
Design Records, a list of all Identifiable Parts. The list shall
be agreed with the TAA and kept under review in the light of
service experience and changes in design.
Acceptable Traceability of Identifiable Parts

Means of 12. The list of Identifiable Parts should also include Critical Parts and those parts
Compliance likely, in the case of a fault, to affect airworthiness or operational effectiveness. Thus
all Grade A parts (refer to Def Stan 00-970 Part 1, Section 4.1 and Part 7, Leaflet 400)
5885(5) should be included.
13. Drawings of parts on the list of Identifiable Parts should contain the following:
a. The statement ‘Identifiable Part’ or be otherwise identified.
b. The information to be recorded to ensure traceability.
c. Show where such information is to be recorded.
Guidance Traceability of Identifiable Parts

Material 14. Nil.
5885(5)

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UNCONTROLLED COPY WHEN PRINTED Regulatory Article 5800

RA 5800 – General Requirements – ►Delivery◄ Teams and

Contents 5800(1): General Requirements – ►Delivery◄ Teams

Regulation General Requirements - ►Delivery◄ Teams and Organizations

Acceptable General Requirements - ►Delivery◄ Teams and Organizations

Guidance General Requirements - ►Delivery◄ Teams and Organizations

RA 5800 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 1 of 2

Intentionally Blank for Print Pagination

Page 2 of 2 UNCONTROLLED COPY WHEN PRINTED RA 5800 Issue 2

RA 5805 - Responsibilities of the Holders of a Military Type Certificate

Contents 5805(1): Responsibilities of the Holder of a Military Type Certificate

Regulation Responsibilities of the Holder of a Military Type Certificate

Acceptable Responsibilities of the Holder of a Military Type Certificate

Guidance Responsibilities of the Holder of a Military Type Certificate

RA 5805 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 1 of 6

Regulation Failures, Malfunctions and Defects

Acceptable Failures, Malfunctions and Defects

Guidance Failures, Malfunctions and Defects

Page 2 of 6 UNCONTROLLED COPY WHEN PRINTED RA 5805 Issue 2

Regulation Airworthiness Directives and Service Bulletins

Acceptable Airworthiness Directives and Service Bulletins

RA 5805 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 3 of 6

Acceptable appropriate ►Aviation◄ Duty Holder or Accountable Manager (Military Flying) is

Guidance Airworthiness Directives and Service Bulletins

Regulation Co-ordination between Design and Production

Acceptable Co-ordination between Design and Production

Guidance Co-ordination between Design and Production

Page 4 of 6 UNCONTROLLED COPY WHEN PRINTED RA 5805 Issue 2

5805(4) d. Identification: the part number of the part or appliance. Preference is to

RA 5805 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 5 of 6

Intentionally Blank for Print Pagination

Page 6 of 6 UNCONTROLLED COPY WHEN PRINTED RA 5805 Issue 2

RA 5810 - Military Type Certificate (MRP 21 Subpart B)

Contents 5810(1): Certification of UK Military Registered Air Systems

Regulation Certification of UK Military Registered Air Systems

Acceptable Certification of UK Military Registered Air Systems

RA 5810 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 1 of 14

Guidance Certification of UK Military Registered Air Systems

Page 2 of 14 UNCONTROLLED COPY WHEN PRINTED RA 5810 Issue 2

Regulation Demonstration of Capability

Acceptable Demonstration of Capability

Guidance Demonstration of Capability

Regulation Airworthiness Codes

Acceptable Airworthiness Codes

Guidance Airworthiness Codes

RA 5810 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 3 of 14

Regulation Special Conditions

Acceptable Special Conditions

Guidance Special Conditions

Regulation Type Certification Basis

Acceptable Type Certification Basis

Guidance Type Certification Basis

Page 4 of 14 UNCONTROLLED COPY WHEN PRINTED RA 5810 Issue 2

Regulation Certification Programme

Acceptable Certification Programme

Guidance Certification Programme

Regulation Changes Requiring a New Military Type Certificate

Acceptable Changes Requiring a New Military Type Certificate

Guidance Changes Requiring a New Military Type Certificate

Regulation Compliance with the Type Certification Basis

Acceptable Compliance with the Type Certification Basis

Guidance Compliance with the Type Certification Basis

RA 5810 Issue 2 UNCONTROLLED COPY WHEN PRINTED Page 5 of 14

Guidance 68. 23"-%&3"%055/+=0&+'-%#'$%0%.AB%9+-=/7<+-,%!.AB:%+%80"<%'-%0%A15"%