AED HDBK 2010

HANDBOOK OF PROCEDURES
FOR
ISSUE OF TYPE CERTIFICATE/ SUPPLEMENTAL TYPE CERTIFICATE,
APPROVAL OF DESIGN ORGANISATIONS,
APPROVAL OF CHANGES / REPAIRS, ITSOA PROCEDURE
APPROVAL OF FLIGHT CONDITIONS FOR ISSUE OF PERMIT TO FLY, FLIGHT
TEST GUIDE,
APPROVAL OF TEST PILOTS
AND
GUIDELINES FOR THE PERSONNEL OF
AIRCRAFT ENGINEERING DIRECTORATE

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE
OPP. SAFDARJUNG AIRPORT
NEW DELHI-110003
Effective from: 21‐12‐2011 AED‐HDBK
Revision 4, Amd. 4

Handbook of Procedures

GOVERERNMENT OF INDIA
TECHNICAL CENTRE
OPP. SAFDARJUNG AIRPORT
NEW DELHI-110003
HANDBOOK OF PROCEDURES
File Number : 5-5/2003-RD
Date : 01-08-08.
Subject : HANDBOOK OF PROCEDURES - AED-HDBK, Revision -4.
The objective of this Handbook of Procedure is to establish the general principles to

be followed by DGCA to perform environmental and airworthiness certification of
aeronautical products, parts and appliances, including post certification activities, in
accordance with the applicable CAR and AMC & GM. The “Handbook of Procedures,
Revision 3” has been revised in order to harmonise the procedural requirements for
certification of aeronautical products and parts with the procedures followed by
international regulatory authority. A comprehensive revision has been carried out to bring
the “Handbook of Procedures” in line with CAR 21, issue II, rev. 0 and certification
procedures followed by international civil aviation authorities.
This “Handbook of Procedures, AED-HDBK, Revision 4” has been issued for

guidelines of officials of AED for the purpose of issue of type certificates /
supplemental type certificates, design organisation approval, repair/change approval,
continued airworthiness approval, approval of flight conditions to issue permit to fly, flight
tests, ITSOA and approval of test pilots. The contents of this Handbook have been taken
from relevant subparts of Civil Aviation Requirements.
-sd/-
(CHARAN DASS)
Deputy Director General of Civil Aviation.
New Delhi.
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RECORD OF REVISIONS/AMENDMENTS
Amendment Date of Description Incorpora-

No. Issue Insertion ted by
Rev. 0, Spt. The handbook covers procedure for R&D
Amdt. No. 0 1999 issue of type certificate, type approval,
flight test guide, advisory circulars.
Rev 0 3-09-01 Supplemental Type Certificate is added
Amdt No. 1 at page No. 6, paragraph 8. Pages 6,7, 8 and 26. R&D Dte.
Editorial change at page No. 7 because of
amendment at page No. 6
Amendment No. 1/01, Effec: 3-09-01
A NOTE is added at page No. 8
( Subpart II of Part I)
A NOTE is added at page No. 8.
(Part II)
A NOTE is added at page No. 26
(Part III)
Rev 0 5-7-02 AC 01 of 2002 is added at page No. 38. Pages 38, 39 and 40 R&D Dte.
Amdt No. 2
Rev 0 5-8-04 Requirements for Design Organisation II-1 to II-9 R&D Dte.
Amdt No. 3 Approval in Part II are amended as per
the requirements of CAR 21.
Guidelines for the officers of R&D Dte. is VI-1 to VI-2 R&D Dte.
included in Part VI
Numbering of pages are changed . Pages R&D Dte.
are numbered according to their Part No.
and corresponding page No.
Revision 1, March , Text revised Page No. I-1 to I-10 R&D Dte.
2005 Text revised Page No. II-1 to II-10
Text revised Page No. III-1 to III-7
Text revised Page No. IV-1 to IV-6
Revision 2, Decem Text revised Page No. I-4, I-6 to I-10 R&D Dte.
ber, Text revised Page No. I-12
2005 Text revised Page No. III-1 to III-10
Effective from: 15‐02‐2010 i AED‐HDBK

Revision 4, Amd. 1

RECORD OF REVISIONS/AMENDMENTS
Amendment / Date of Description Incorporated by

Revision No. Issue Insertion
Revision 3, March, Text revised Page No. I- AED.
2007 3,4,5,9,11,12
Text revised Page No. II-2,6
Text added Appendix B, C and

D
Revision No. 4, 1-08-08 1. Part 1 to Part III are deleted and new Part I to Part 9 AED
Amendment parts are introduced. Some paragraphs of
No. 0 Part I and III are retained.
2.Part IV, V and VI are retained and Part 10 to Part 12

introduced as new parts.
Revision No. 4, 15-2-10 The text “Aircraft Engineering Division” Through out the AED
Amendment is replaced by “Aircraft Engineering document.
No. 1 Directorate”.
Revision No. 4, 7-7-10 A new para on ‘interaction with military Para 6.3 of Part 1 AED
Amendment organisation’ is introduced in Part 1
No. 2
Revision No. 4, 22-09- Part 5 is amended to include surveillance Para 4.4 and para AED
Amendment 2010 procedure as per Surveillance Procedure 7.0 of Part 5
No. 3 Manual modified.
Revision No. 4, 21-12- Part 8 is amended to incorporate the Para 3.0 and AED
Amendment 2011 detailed requirements relating to annexure II of Part
No. 4 acceptance of aircraft certified by the 8
contracting states.
Revision No. 4, 24-05- Part 8 is amended to incorporate the Part 8 AED
Amendment 2012 requirement for additional
No. 5 documents/information and clarity
relating to acceptance of Type Certificate
and Supplemental Type Certificate and
modified requirements related to
validation of type certification for more
clarity.
Note : Erstwhile Research & Development Directorate (R&D Dte.) has been renamed as Aircraft
Engineering Directorate (AED) of DGCA.
Effective from: 21‐12‐2011 ii AED‐HDBK

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CONTENT
• PART 1 : TYPE CERTIFICATION PROCEDURE / RESTRICTED TYPE

CERTIFICATION PROCEDURE (TCP/RTCP)
• PART 2 : SUPPLEMENTAL TYPE CERTIFICATION PROCEDURE (STCP)
• PART 3 : TYPE CERTIFICATE CHANGE AND REPAIR APPROVAL PROCEDURE
• PART 4 : PROCEDURE FOR CONTINUING AIRWORTHINESS OF TYPE

DESIGN
• PART 5 : DESIGN ORGANISATION APPROVAL PROCEDURE (DOAP)
• PART 6 : ALTERNATIVE APPROVAL PROCEDURE FOR DESIGN

ORGANISATION.
• PART 7 : PROCEDURE FOR APPROVAL OF FLIGHT CONDITIONS FOR ISSUE

OF PERMIT TO FLY
• PART 8 : PROCEDURE FOR VALIDATION / ACCEPTANCE OF TYPE

CERTIFICATE ISSUED BY FOREIGN AUTHORITY
• PART 9 : PROCEDURE FOR ITSO AUTHORISATION
• PART 10 : FLIGHT TEST GUIDE
• PART 11 : GUIDELINES FOR AED-OFFICERS
• PART 12: ADVISORY CIRCULARS- AED
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DIRECTORATE GENERAL OF CIVIL AVIATION
OPP: SAFDARJUNG AIRPORT
NEW DELHI-110003
PART 1
Type Certification Procedure (TCP) / Restricted Type

Certification Procedure (RTCP)
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Type Certification / Restricted Type Certification Procedure PART 1

CONTENT
Subject Page number
1. GENERAL 4
1.1 Introduction 4
1.2 Scope of Procedure 4
1.3 References 4
2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS 4
2.1 Acceptance of application 4

2.2 Allocation of technical investigations tasks 5
3 CERTIFICATION TEAM 5
3.1 General 5
3.2 Determination of the Certification Team 5
3.3 Management of Certification Teams 6
4 CERTIFICATION PROCEDURES 6
4.1 General 6
4.2 Phase I - Technical familiarisation and establishment of the initial
Type Certification Basis 7
4.2.1 Technical familiarisation 7
4.2.2 Establishment of the initial Type Certification Basis 7
4.2.3 Recording of the Type Certification Basis 7
4.2.4 Intimation on CRI 7
4.2.5 Acceptable Airworthiness Design Codes 7
4.3 Phase II – Agreement of the Certification Programme 8
4.4 Phase III – Compliance determinations 8
4.5 Phase IV- Final Report and issue of a Type Certificate 9
4.5.1 Statement of Compliance 9
4.5.2 Final Certification Report 9
4.5.3 Type Certificate / Restricted Type Certificate 9
4.6 Imported Products 9
4.6.1 General 9
4.6.2 Type Certification under a formal agreement with the State of Design 9
4.6.3 Type Certification under a working arrangement with the State of Design 9
5 INTERFACES WITH OTHER ACTIVITIES 10
5.1 General 10
5.2 Aircraft/Engine/Propeller interactions 10
5.3 Equipment Approval 10
5.4 Design and Production Organisation Approval 10
5.5 Maintenance interactions and MRB 10
5.5.1 Maintenance interactions 10
5.5.2 Maintenance Review Board 11
5.6 Operation interactions 11
5.7 Approval of Test pilot for Prototype aircraft 11
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Subject Page number
6 ADDITIONAL PROVISIONS 11
6.1 Panel of Experts 11

6.2 Resolution of Disagreements 12
6.3 Interaction with Military Organisation 12
6.4 Documentation 12
6.4.1 General 12
6.4.2 Documents associated with Aircraft Type Certification 12
6.4.3 Documents associated with Engine and/or Propeller Type Certification 12
6.4.4 Communication and Publication 13
6.5 Confidentiality of Documents 13
6.6 Human Factor principles 13
6.7 Interior design – security consideration 13
7.0 Guidelines for issue of Noise Certificate 13
8.0 Cancellation, Suspension or endorsement on type certificate 14
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0.1 Glossary
Certification Maintenance Requirements (CMR) means the imposition of a maintenance
task arising from the certification process, necessary to satisfy the airworthiness
requirements.
Certification Review Items (CRI) means a document recording Deviations, Special
Conditions, new Means of Compliance or any other certification issue which requires
clarification and interpretation, or represents a major technical or administrative issue.
Deviation means any deviation from the applicable Certification requirements (CS/ FAR/
CAR-21).
Equivalent Safety Finding : See CAR 21.21(c)(2).
Imported Product means a product originating from a foreign country to be imported into
India.
Special Condition : See CAR 21.16B.
Type Design means the Type Design definition (see CAR 21.31) presented by the applicant
and for which compliance is demonstrated with the DGCA Type Certification Basis.
0.2 Abbreviations / Terminology

AED Aircraft Engineering Directorate
AID Aircraft Inspection Division ( Airworthiness Directorate )
AMC Acceptable Means of Compliance
AFM Aircraft Flight Manual
CAR Civil Aviation Requirements
CM Certification Manager
CMR Certification Maintenance Requirements
CRI Certification Review Item
CS Certification Specification (Airworthiness Code)
DOA Design Organisation Approval
DAED Director, Aircraft Engineering Directorate
DDG Deputy Director General in-charge of AED ( for this document only)
JDG Joint Director General
DG Director General
DGCA Directorate General of Civil Aviation
EASA European Aviation Safety Agency
ESF Equivalent Safety Finding
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
ITSO Indian Technical Standard Order
ICAO International Civil Aviation Organisation
MoC Means of Compliance
MMEL Master Minimum Equipment List
MRB Maintenance Review Board
OEB Operations Evaluation Board

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PCM Project Certification Manager
POA Production Organisation Approval
RTC Restricted Type Certificate
SC Special Condition
TC/RTC Type Certificate
TCP Type Certification Procedure
TCDS Type Certificate Data Sheet
1 GENERAL
1.1 Introduction
Rule 49 of the Aircraft Rules, 1937 empowers the DGCA to issue Type Certificate to aircraft/
aircraft engine / propeller manufactured in India and also to validate the Type Certificate
issued to the aeronautical products by foreign airworthiness authorities. A Type Certificate
issued by the DGCA implies that the design of the type aircraft to which the certificate refers
and of the variants specified on the data sheet has been approved by DGCA. The Aircraft
Engineering Directorate (AED) of DGCA is responsible for issue/validation of Type
Certificate of aeronautical products. This document has been prepared for internal use of
officials of the AED to provide them guidance for Type Certification of aeronautical
products. This document is revised from time to time to provide updated guidance to the
officials of AED on Type Certification of aeronautical products.
1.2 Scope of Procedure
This procedure describes how DGCA internally handles the type certification of aeronautical
products. The issue of type certificate is performed in accordance with the provisions of
CAR 21 issued by DGCA, which lays down the requirements for the airworthiness and
environmental certification of aircraft and related products, parts and appliances and the
related Acceptable Means of Compliance (AMC) and Guidance Material (GM). This
procedure also describes how DGCA will handle the suspension or revocation of certificates
according to the Aircraft Rules and CAR 21. This procedure is also applicable for issue of
Restricted Type Certificate.
1.3 References
The Aircraft Rules 1937, CAR 21, Acceptable Means of Compliance (AMC) and Guidance
Material (GM) of CAR 21 and ICAO Document 9760.
2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS

2.1 Acceptance of Application
Application for a DGCA Type Certificate is submitted to the DAED and made in
accordance with CAR 21.15. Application for issue of Type Certificate is to be submitted in
the form and format as given in DGCA Form CA 30 (for aircraft and rotorcraft) of CAR-21
in duplicate to the Aircraft Engineering Directorate of DGCA, Technical Centre, Opp.
Safdarjung Airport, New Delhi- 110003. AED acknowledges the receipt of application
form within two weeks following the date of receipt by DGCA. The fees as per the Aircraft

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Rule,1937 / CAR 21 should be paid after receipt of preliminary acceptance letter from
AED.
AED examines the application. If an incorrect or incomplete information is provided, the
DAED intimates the applicant, as soon as possible by a letter, regarding the omissions and
errors. For any technical issue, the DAED may consult the concerned AED officers or any
other officers as deemed necessary.
The DAED together with AED officers makes a first check on eligibility according to CAR
21 and determines how it will proceed with processing the application. He communicates
the applicable requirements with all relevant information to the applicant with in fifteen
working days following the date of receipt of application. AED officers to be involved in the
Certification Project, are also identified. The DAED takes necessary approval from the
DDG before issuing the preliminary acceptance of the proposal.
After the eligibility of the applicant has been fully assessed, the DAED intimates
following information to the applicant :
(a) Whether the application is accepted or not, if not, the reason thereto;
(b) The projected time frame;
(c) The project file number ( xx/xx- year-AED)
(d) Preliminary acceptance of the proposal
(d) Fees associated with the application [Check compliance with DGCA’s applicable fees as
per Rule 62 of the Aircraft Rules, 1937 / CAR 21]
After receipt of fees the DAED updates the DGCA approvals database with all the relevant
information. In case of refusal of an application, the DAED intimates this decision in writing
to the applicant together with the reasons thereto.
2.2 Allocation of technical investigations tasks
After eligibility has been fully assessed and once in-principle acceptance is given, the DDG
establishes an appropriate DGCA certification team (see 3.2) consisting of AED officers and
headed by the DAED. Officers from other Directorates of DGCA are also co-opted as
team members depending on the complexity of certification work. Generally, the DAED is
allocated with the responsibilities of Project Certification Manager (PCM).
3 CERTIFICATION TEAM
3.1 General
The investigation process for type certification of an aeronautical product is performed by a
team of specialists, led by the DAED. The DAED with his team reports to the DDG .
3.2 Determination of the Certification Team
In order to establish an appropriate certification team, the applicant, if deemed necessary by
the DDG, organises an initial briefing for general familiarisation with the project. This
briefing takes place at a convenient location. The attendance at the initial briefing normally
includes AED officers and the officers from other Directorates of DGCA, if deemed
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necessary. If the applicant is not familiar with the type certification procedures then the
DGCA- Type Certification Procedure is explained,
Following the general familiarisation, the DDG, depending on the category of the product
and complexity of the project, appoints a certification team led by a DAED consisting of
Deputy Directors, Assistant Directors, Aeronautical Officers and Junior Aeronautical
Officers of AED. Officers from other Directorate of DGCA may be included in the
certification team depending on the complexity of certification project.
The composition and size of certification teams can vary and is dependent on the product
which is to be type certificated. Where the extent of the investigation does not justify the
need for a team, one person may perform the investigation.
A certification team for a Propeller may consist of only one specialist, whereas a new Large
Transport Aircraft, for example, may need more specialists covering the disciplines of:
Flight Test Pilot, Flight Test Engineer, Performance, Structures, Power-plant installation,
Fuel systems, Hydro-mechanical systems, Electrical systems, Avionic systems,
Transmissions, Electronic Controls & Software, Cabin safety, Environmental Control
systems & Icing, Noise & Environmental protection.
3.3 Management of Certification Teams
The AED-officers through monitoring, coordination and management of DAED, aim to
ensure equal treatment of applicants across certification projects. To accomplish this, the
DDG organises regular co-ordination meetings with DAED, in order to achieve the
administrative and technical standardisation across certification projects. Technical training
is provided in a regular basis to the officers of AED with-in and outside the country to up-
date their knowledge on Type Certification.
4 CERTIFICATION PROCEDURES
4.1 General
Once an application is accepted and a certification team is established, the DGCA- type
certification process is divided in to following phases.
Phase I – Technical Familiarisation and establishment of the Type Certification Basis
The objective of this phase is to provide technical information, the definition, and agreement
on the initial DGCA Type Certification basis of the project to the team of specialists of AED.
Phase II – Agreement of the Certification Programme
The objective of this phase is to define and agree on proposed means of compliance and
with each paragraph of the Certification Basis and identification of the team involvement
with different certification program for each subject.
Phase III – Compliance determinations
The objective of this phase is to demonstrate the compliance with the Certification Basis and
acceptance of the compliance demonstration.

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Phase IV- Final Report and issue of Type Certificate
The objective of this phase is to establish and justify the compliance demonstration with
respect to design requirements, type investigation and, based on approval of final report by
the DDG , issue of DGCA-Type Certificate.
4.2 Phase I - Technical familiarisation and establishment of the initial Type
Certification Basis.
4.2.1 Technical familiarisation
The DGCA certification team gets familiarised through technical briefings from the
applicant about the product in order to fully understand the design, including newly used
technologies and any unique or unconventional features or intended unconventional usage of
the product. This technical information about design features, which cannot be addressed by
the usual applicable certification specification, may be included as Special Conditions in
DGCA- Type Certification Basis.
4.2.2 Establishment of the initial Type Certification Basis
Supported by the certification team, the DAED drafts the initial Type Certification Basis
which consists of applicable airworthiness code like Certification Specifications (CS) /
Federal Aviation Regulation (FAR), environmental protection requirements and may
include, if applicable, exemptions /limitations.
Special Conditions, when properly justified, may also form part of the Type Certification
Basis. The applicant may also elect to comply to a later amendment of the applicable
certification specifications which will then become part of the Type Certification Basis. New
Special Conditions, if considered as important by the DDG , will need to undergo a
consultation process with the applicant.
The DDG approves the initial Type Certification Basis and any changes to it, based on
examination by the officers of certification team. The initial Type Certification Basis may
need to be changed during the course of certification process due to new applied
technologies, introduction of design changes, discovery of unsafe conditions or compliance
demonstration results.
4.2.3 Recording of the Type Certification Basis
The DGCA Type Certification Basis is recorded by the DAED in a Certification Review Item
(CRI) document. Any Deviation/Limitation, Special Condition, Equivalent Safety Finding or
useful interpretations and alternative means of compliance and Exemptions are presented in
detail in a CRI document and become part of the Type Certification Basis.
4.2.4 Intimation on CRI
The PCM intimates the applicant about CRI after examination of the document
4.2.5 Acceptable Airworthiness Design Codes
a. According to CAR 21.17(a), applicable FAA/ EASA design codes for aeronautical
products are to be proposed by the applicant.

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b. The amendment number of the selected design code should be as applicable on the
date of TC application. However, before issue of TC for the product, if any
amendment to the design code is carried out due to safety/ security reasons, that
amendment will also become effective for the certification of the product.
c. Suitable environmental (emission and noise) protection requirements in line with
CAR 21.18(a)&(b) or any such requirement stipulated by DGCA and Subpart I of
CAR 21 which prescribes procedure for issue of ‘Noise certificate’.
d. If the aeronautical product is a aircraft, then ‘engine/ propeller certification basis’ in
line with CAR 21.17(a) should be indicated by the applicant.
e. In accordance with CAR 21.16B, DGCA may impose ‘special condition(s)’ in the
‘certification basis’ if it is considered that the selected ‘airworthiness requirement’
does not contain adequate safety standards for the product, or the product has novel/
unusual design features, etc.
4.3 Phase II – Agreement of the Certification Programme
The certification team discusses and agrees with the applicant on the certification
programme which:
(a) defines the proposed means of compliance with the type certification basis; and
(b) describes all the activities and certification team’s involvement with respect to
compliance demonstrations, test witnessing, compliance tracking, compliance records,
conformity statements, time schedule for achieving compliance, etc. All documents required
to show compliance with the applicable requirements and their scheduled date of submission
to AED, is identified in the Certification Programme for each subject. When defining the
certification team’s involvement, the applicant’s Design Organisation Approval (DOA)
privileges under CAR 21.A263 (b) is considered.
Whether all compliance documents are to be accepted without further verification or not by
the certification team, is agreed upon with the applicant according to the scheduled level of
involvement.
The PCM gives his concurrence with the agreed certification programme in writing.
4.4 Phase III – Compliance Determinations
The task of showing compliance with the certification basis is the responsibility of the
applicant. The applicant :
(a) defines the DGCA Type Design
(b) submits a procedure to cover equipment qualification
(c) submits a statement of conformity for certification tests
(d) submits the required certification documents (including compliance reports, manuals, etc.)
and
(e) concludes each compliance report with a “Declaration of Compliance” with the
applicable requirements.
The acceptance of the compliance demonstrations is the responsibility of the certification
team.

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4.5 Phase IV- Final Report and issue of a Type Certificate
4.5.1 Statement of Compliance
On completion of the certification programme the applicant shall provide a declaration of
compliance (see CAR 21.20 (b)) that the type design of the product, to be type certificated,
complies with the Type Certification Basis. The team members of the Certification team
issue a statement ( internal note) to DAED( Project Certification Manager) with the
applicant’s compliance declaration with respect to the discipline involved. On acceptance of
all necessary statements by certification team, the DAED issues a compliance statement to
the DDG, through an internal note, confirming that the type design of the product complies
with the Type Certification Basis. The request of applicant for any exemption is examined
by DAED. Safety considerations are taken in to account while granting such exemptions.
4.5.2 Final Certification Report
The DAED in conjunction with the Certification Team, submits a report to DDG, which
includes type design of the product, the type investigation process, significant subjects
investigated and details of that investigation, process followed and conclusions regarding
compliance with the Type Certification Basis. The DAED submits this final report to the
DDG for approval through an internal note.
4.5.3 Type Certificate / Restricted Type Certificate
After approval of final report, the DDG intimates the Director General (DG) by an internal
note about successful closure of the technical investigation process. After taking consent of
the DG, the DAED prepares TC/ RTC and Type Certificate Data Sheets (TCDS) to be
signed by the JDG or DG and ensures that all necessary steps for closure of certification
issues are performed. A Type Certificate Data Sheet becomes a part of the DGCA-
TC/RTC.
4.6 Imported Products
4.6.1 General
For type certification of aeronautical products originating from an applicant whose principal
place of business is located outside the territory of India, procedures other than those
described above may apply depending on the content of bilateral agreements or working
arrangements.
4.6.2 Type Certification under a formal agreement with the State of Design
In case of a Bilateral Aviation Safety Agreement (BASA) including the associated
implementing procedures (IP), this agreement may supplement, change or supersede the
above certification procedures. In this case, the DGCA certification may be called validation
and it is assumed that the imported product meets the same level of confidence, a level of
safety equivalent with an Indian product and comparable with a product designed and
manufactured in India.
4.6.3 Type Certification under a working arrangement with the State of Design
In case of a working arrangement between DGCA and the competent civil aviation authority
of the exporting country, the above certification procedures shall apply. However, based on

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the working arrangement, the DAED may use the foreign certification system, if that has
demonstrated the same level of independent checking function and compliance
demonstration functions and correspond to DGCA certification basis defined under 4.2.2 of
this part.
5 INTERFACE WITH OTHER ACTIVITIES
5.1 General
Co-ordination is required with a number of other activities. These activities include:
(a) Aircraft/Engine/Propeller interactions
(b) Equipment approval
(c) Design Organisation Approval
(d) Production Organisation Approval
(e) Maintenance interactions and MRB Process
(f) Operations interactions
(g) Approval of test pilots
5.2 Aircraft/Engine/Propeller interactions
The applicant for an aircraft TC is responsible for installation of engine/propeller on the
aircraft and has to show compliance with installation requirements that apply to, over and
above, those required for separate type certification of engine/propeller. The engine/propeller
manufacturer is expected to support the aircraft manufacturer in this process. The DGCA
aircraft certification team examines interfaces between the relevant certification
specifications/airworthiness codes.
5.3 Equipment Approval
For approval of equipment that is not to be certified as part of the product, obtaining an
ITSO(Indian Technical Standard Order) Authorisation is the responsibility of the equipment
manufacturer. The ITSO Authorisation is a recognition by DGCA that the equipment meets
predefined qualification and performance criteria. However, the TC applicant is responsible
for all interface aspects between equipment approval and product certification including
showing of compliance of the equipment installed on his product with the Type Certification
Basis. Approval of the equipment will be treated as a separate process for which appropriate
procedures apply.
However, for the equipment for which ITSO authorization has not been issued, DGCA
accepts the equipment manufactured under FAA TSO / ETSO authorisation.
5.4 Design and Production Organisation Approval
The DAED ensures appropriate communication with the responsible DOA/POA team leader
in order to exchange any findings by the TC team which may affect the continuous validity of
the organizational approvals of the applicant.
5.5 Maintenance interactions and MRB process
5.5.1 Maintenance interactions
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In accordance with CAR-21.61 instructions for continued airworthiness shall be furnished by
the applicant. These instructions normally comprises of the approved airworthiness limitation
section containing Certification Maintenance Requirements (CMRs). Airworthiness
limitations and CMRs are reviewed by the certification team to ensure compliance with the
Type Certification Basis.
5.5.2 Maintenance Review Board (MRB) process
MRB is intended to provide an introduction to the maintenance review board (MRB) process
used during the development of an initial maintenance program for newly certificated
aircraft’s initial minimum maintenance requirements. The primary purpose of the MRB
process is to assist the design organization and the operator to establish an initial approved
maintenance program for a new aircraft and the DGCA in approving that program. The
MRB report becomes the basis for the first issue of an operator’s initial maintenance
program. Relaxations may be necessary to address operational or environmental conditions
applicable to that operator.
Through operator’s experience and with regulatory approval, additional changes to the
maintenance program may be made by the operator in order to maintain a safe and efficient
maintenance program. The AED and the Airworthiness Directorate of DGCA and aviation
industry are involved in the process of developing an initial maintenance program for a
newly type certificated aircraft
The DDG ensures appropriate representation on the MRB from the certification team.
5.6 Operation interactions
If the applicant requests to establish an operations evaluation board (OEB) the DDG informs
the JDG / DG for setting up of an OEB. The JDG constitutes an OEB with appropriate
representation covering AED, AID, Flight Inspection Directorate, Directorate of Training and
Licensing and any other Directorate of DGCA as deemed necessary. The DDG ensures
appropriate representation on the OEB from the certification team.
5.7 Approval of Test pilot for Prototype aircraft
The procedure for approval of test pilot for prototype aircraft is laid down in Advisory
Circular number AC 01 of 2001. This Advisory Circular is available in Part 12 of the
Handbook of Procedures.
6 ADDITIONAL PROVISIONS
6.1 Committees for Special Certification work
In certain areas of type certification work such as certification of electronic equipments,
avionics, software and systems with unusual design features and having new technologies,
DGCA does not have the experts to carry out certification work. In such cases DGCA
constitute committee of experts from the relevant fields applicable to the work under
consideration. The experts for such committees are taken from reputed Government
organisation / public sector undertakings/ retired DGCA officers. DGCA enters into some
working arrangement with the committee members. These committees are chaired by the
DAED / DDG and the committee works according to the principle of type certification
procedures of AED.
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6.2 Resolution of disagreements

The Certification Team is the primary decision maker in the process under the supervision of
its PCM. The Certification Team should have the ability and power to take the first decisions
to the largest possible extent. If the certificate holder/applicant does not agree with the
Certification Team’s decision, the responsible DAED (PCM) will try to find a mutually
acceptable solution. If an agreement still cannot be reached, the matter would be brought to
the DDG to take a decision thereto.
If further deliberation is necessary then the final decision would be made by the DG. The
applicant is informed about the final decision.
6.3 Interaction with Military Organisation.
6.3.1 General: Aircraft Engineering Directorate of DGCA interacts with Centre for Military
Airworthiness and Certification (CEMILAC) as and when it is required during pre and post
certification actvites. Both DGCA and CEMILAC share data related to ground test,
laboratory test, flight test, continued airworthiness and any other relevant information as
deemed necessary. DGCA may accept some tests or analysis reports carried out by Design
organisations for CEMILAC.
6.3.2 Data / records: DGCA shall keep record of major defects on such aeronautical
products, which have been used in both civil and military operations. This data will help in
analysis of defects and adopting mitigating strategies such as issuance of ADs etc.
6.4 Documentation
6.4.1 General
Some documentation, manuals or sections of manuals require formal DGCA approval. The
DAED on behalf of DGCA, formally approves the documentation identified below, once
these are reviewed and agreed by the appropriate certification team specialists.
6.4.2 Documents associated with Aircraft Type Certification
a) Aircraft Flight Manual
The Aircraft Flight Manual (AFM) is reviewed and should be agreed by the certification
team. The team determines whether the limitations, operational procedures and performance
contained in the AFM provides for safe operations and are compatible with the DGCA Type
Design, and the DGCA Type Certification Basis.
b) Airworthiness Limitations Items and Certification Maintenance Requirements
The documents containing Airworthiness Limitations and Certification Maintenance
Requirements arising from the certification process are reviewed and agreed by the DGCA
certification team.
6.4.3 Documents associated with Engine and/or Propeller Type Certification
The Airworthiness Limitations sections, if given in one of the following documents, require
formal approval:

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(a) Engine and/or Propeller Installation Drawing and Manual

(b) Engine and/or Propeller Operating Instruction Manual
(c) Engine and/or Maintenance and Overhaul Manual
6.4.4 Communication and Publication
Significant decisions affecting the result of the certification procedure are communicated by
DDG to the applicant in writing. These decisions are related to issue, modification,
limitation, suspension or revocation of certificates and are communicated to those concerned.
The DDG takes necessary action , in order to make the relevant information circulated.
6.5 Confidentiality of Documents
All documents and information related to the certification procedure, submitted by
Certificate holder/applicant, are kept in a safe place. If the applicants choose to submit the
data required to support applications in electronic format , these data are also protected and
kept safely.
6.6 Human factors principles:
The design of the aircraft, systems, instruments and equipment and performance schedule
shall observe Human Factors principles. Guidance material on Human Factors principles can
be found in the Human Factors Training Manual (Doc 9683) and in the Human Factors
guidelines for Air Traffic Management (ATM) Systems (Doc 9758).
6.7 Interior design – security consideration:
For design of an airplane, consideration shall be given to design features that will deter easy
concealment of weapons, explosives or other dangerous objects on board aircraft and that will
facilitate search procedures for such objects.
7.0 Guidelines for issue of noise certificate for aircraft designed and
manufactured in India:
7.1 The basis for noise certification of the aircraft designed and developed in India shall
be in accordance with compliance with CAR 21.18 and ICAO Annex 16, Volume I or any
such requirement stipulated by DGCA.
7.2 The noise certification for the aircraft designed and manufactured in India will be
issued by DGCA (AED). Application received for issuance of a noise certificate is
assessed which includes:
(a) A statement of conformity issued by the authorized person who holds responsible
position in manufacturing organization and countersigned by a DGCA
official showing compliance to the requirements of Annex 16 Volume I as amended from
time to time or any such requirement stipulated by DGCA.

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(b) The noise information is determined in accordance with the applicable noise
requirements. This information shall be included in the flight manual, when a
flight manual is required by the applicable airworthiness code for the particular
aircraft.
7.3 The basis of noise certification includes the Type Certificate Data Sheet (TCDS) and
the Airplane Flight Manual of the particular aircraft giving following details:
a) Information to be included in the Type Certificate Data Sheet (TCDS):
¾ Manufacturer and manufacturer’s designation of aircraft.
¾ Engine manufacturer, type and model.
¾ Propeller Manufacturer, type and model for propeller-driven aeroplanes.
¾ Maximum take-off mass in kilograms
¾ Maximum landing mass, in kilograms, for certificates issued under Chapters 2, 3, 4, 5
and 12 of Annex 16 Volume I or any such requirement stipulated by DGCA.
¾ Additional modifications incorporated for the purpose of compliance with the
applicable noise certification Standards.
Reference of the Chapter and Section of the Annex 16 Volume I, according to which the
aircraft was certificated and corresponding noise levels.
b) Information to be included in the Airplane Flight Manual (AFM)
¾ Information as included in the TCDS
¾ Manufacturer’s Serial Number of the aircraft
¾ The height above the runway at which thrust/power is reduced following full
thrust/power take-off.
Note: A note shall be added stating that the “thrust/ power cutback height relates to the
noise certification procedures and is not intended for use in normal operation”.
8.0 Cancellation, Suspension or endorsement on type certificate.

Aircraft rule 49 D empowers DGCA that, if at any time, the DGCA is satisfied that there is a
reasonable doubt to indicate that the safety of the aircraft is imperilled because of an unsafe
condition in the aircraft, helicopter, engine, component or item of equipment of that aircraft/
helicopter, he may cancel, suspend or endorse the certificate issued or validated for the
aircraft, helicopter, component or item of equipment of the aircraft/ helicopter or may
require the incorporation of any modification as a condition of the Type Certificate remaining
in force.
In addition, in determining compliance with the design aspects of the appropriate
airworthiness requirements for an aircraft, DGCA shall take whatever other steps deemed
necessary to ensure that the design approval is withheld if the aircraft is known or suspected
to have dangerous features not specifically guarded against by those requirements.

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NEW DELHI-110003
PART 2
Supplemental Type Certification Procedure (STCP)

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Supplemental Type Certification Procedure AED-HDBK
PART 2
CONTENT
Subject Page no.
1 GENERAL 2
1.1 Introduction 2
1.2 Scope of Procedure 2
1.3 Abbreviations / Terminology 2
1.4 References 3
2.1 Acceptance of Application 3
2.2 ALLOCATION OF TECHNICAL INVESTIGATIONS TASKS 4
2.2.1 Reserved 4
2.2.2 Reserved 4
3 CERTIFICATION TEAM 4
3.1 General 4
3.2 Determination of the Certification Team 4
3.3 Management of Certification Teams 5
4 CERTIFICATION PROCEDURES 5
4.1 Principles 5
4.2 Classification of Changes 6
4.3 Phase I - Technical familiarisation and establishment of the STC Basis 6
4.3.1 Technical familiarisation 6
4.3.2 Establishment of the initial Supplemental Type Certification Basis 7
4.3.3 Recording of the Supplemental Type Certification Basis 7
4.3.4 Intimation of CRI 7
4.3.5 Acceptable Airworthiness codes 7
4.4 Phase II - Agreement of the Certification Programme 8
4.5 Phase III – Compliance Determinations 8
4.6 Phase IV- Final Report and issue of a Type Certificate 8
4.6.1 Statement of Compliance 8
4.6.2 Final Certification Report 9
4.6.3 Issuance of the Supplemental Type Certificate 9
4.6.4 STC for a product with FAA/EASA Type design 9
4.7 Changes to a Supplemental Type Certificate 9
4.8 STC application from a foreign country 9
4.8.1 General 9
4.8.2 Supplemental Type Certification under a formal bilateral agreement with the State of Change Design 10
4.8.3 Supplemental Type Certification under a working arrangement with the State of Change Design 10
5 INTERFACE WITH OTHER ACTIVITIES 10
5.1 General 10
5.2 Aircraft/Engine/Propeller interactions 10
5.3 Equipment Approval 11
5.4 Design and Production Organisation Approval 11
5.5 Maintenance interactions 11
5.6 Operation interactions 11
6.3 Reserved 12
6.4 Suspension, limitation and revocation of a certificate 12
6.5 Documentation 12
6.5.1 General 12
6.5.2 Documents associated with Aircraft Type Certification 12
6.5.3 Communication and Publication 13

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1 GENERAL
1.1 Introduction
This part of the handbook establishes the procedure for the approval of major changes to the
type design under supplemental type certificate procedures( STCP), and establishes the rights
and obligations of the applicants for, and holders of, those certificates. Any natural or legal
person (‘organisation’) that has demonstrated, or is in the process of demonstrating, its
capability under CAR 21.112B shall be eligible as an applicant for a supplemental type-
certificate under the conditions laid down in this procedure.
1.2 Scope of Procedure
This procedure describes the process how DGCA handles the supplemental type
certification of aeronautical products and how it issues Supplemental Type Certificates
(STC). STC is issued for approval of a major change to an approved type design which is
classified in accordance with CAR 21.91 and the designer of the major change is usually not
the Type Certificate holder.
The supplemental type certification is performed in accordance with the provisions of CAR
21, Subpart E which lays down the requirements for the airworthiness and environmental
certification of aircraft and related products, parts and appliances and the related Acceptable
Means of Compliance (“AMC”) and Guidance Material (“GM”).
This procedure also includes the performance of supplemental type certification of major
changes designed by an organization out side India and describes how DGCA handles the
suspension, limitation or revocation of STCs according to the Aircraft Rules,1937 and CAR -
21.
CMR Certification Maintenance Requirements
CRI Certification Review Item
CS Certification Specification (Airworthiness Code)
DDG Deputy Director General in-charge of AED ( for the purpose of
this document only)
DG Director General
EA Exporting Authority

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ESF Equivalent Safety Finding

GM Guidance Material
MMEL Master Minimum Equipment List
MRB Maintenance Review Board
OEB Operations Evaluation Board
POA Production Organisation Approval
SC Special Condition
STC Supplemental Type Certificate
TC Type Certificate
TCP Type Certification Procedure
1.4 References
a) The Aircraft Rules, 1937.
b) CAR-21 , AMC and GM.
2. APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS

General technical investigation procedures are described in this paragraph. These
procedures specify the interfaces between various groups of AED of DGCA and the
Design Organisations.
Applications for a DGCA Supplemental Type Certificate is sent to the DAED in DGCA
form “CA 33” prescribed in CAR 21 and made in accordance with CAR 21.113. The fees
should be paid by applicant to DGCA after receipt of preliminary acceptance letter from
AED.
If any incorrect or incomplete information is provided, the DAED informs the applicant as
soon as possible mentioning the omissions and errors. After receipt of correct and complete
application, the DAED immediately assigns a project / file number, for example, xxxx/
year- AED, to the application with preliminary approval number and date. DAED ensures
that all relevant data in the applications/approval database are updated. For any technical
issue, the DAED consults with the DDG.
After receiving the correct and complete application, the DAED, acknowledges the receipt
of the application as soon as possible. The DAED, in consultation with the DDG, makes
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processed and what are the applicable requirements within one month of receipt of
complete application.
When eligibility has been fully assessed the applicant receives a letter of acceptance of the
proposal from AED. The DAED updates the DGCA approvals database with all the relevant
information and inform the following to the applicant in writing, with a copy to regional
office if applicable:
(a) whether the application is accepted or not. If not, the reason there to,
(b) project / file number (e.g.: xx / xx- year-AED )
(c) the DGCA certification team that will perform the technical investigation. If it has not
been decided yet, the DAED will intimate the applicant the projected time frame. This
intimation follows as soon as possible, after the selection of the DGCA- certification team.
(d) the fees payable in accordance with the applicable fees & charges laid down in the
Aircraft Rules, 1937 and CAR 21.
After receipt of fees DAED updates the database of AED and the process of STC starts.
In order to streamline the process and to be time-efficient, any of the above communication
steps can be merged as soon as the necessary information is available.
In case of refusal of an application, the DAED intimates his decision in writing to the
applicant together with the reasons thereto instead of a letter of acceptance.

After eligibility has been fully assessed and once in-principle acceptance is given, the DDG
constitutes an appropriate DGCA certification team (see 3.2) of AED officers headed by the
DAED. Officers from other Directorates of DGCA are also co-opted as team members
depending on the complexity of certification work. The DAED is allocated with the
responsibilities of Project Certification Manager (PCM).
2.2.1 Reserved
2.2.2 Reserved
3 CERTIFICATION TEAM
3.1 General
The DGCA certification process for a Supplemental Type Certification of a change to an
approved type design is performed by a team of specialists, led by the DAED(PCM). The
DAED reports to the DDG on progress of the work.
3.2 Determination of the Certification Team
The applicant, if deemed necessary by the DDG, organises a presentation on general
familiarisation of the project. This presentation takes place at a convenient location. The

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attendance at the initial presentation normally includes AED officers and the officers from
other Directorates of DGCA, if deemed necessary. A presentation on “DGCA-Supplemental
Type Certification Procedure” is given to the applicant , if the applicant is not familiar with
the procedures.
After the general familiarisation, the DDG, depending on the category of the product and
complexity of the project, appoints a certification team led by a DAED (PCM), consisting of
Deputy Directors, Senior Scientific Officers, Scientific Officers and Junior Scientific Officers
of AED. Officers from other Directorate of DGCA may be included in the certification
team depending on the complexity of certification project.
The composition and size of certification teams can vary and is dependant on change which
needs to be type certificated. Where the extent of the investigation does not justify the need
for a team, one person may perform the investigation.
A certification team for “significant changes” (see 4.2) of large transport aircraft, for
example, may need more specialists covering the disciplines of:
Flight Test Pilot, Flight Test Engineer, Performance, Structures, Powerplant installation, Fuel
systems, Hydro-mechanical systems, Electrical systems, Avionic systems, Transmissions,
Electronic Controls & Software, Cabin safety, Environmental Control systems & Icing, Noise
& Environmental protection.
The team involved in the certification are normally assigned the task of the continuing
airworthiness of concerned product. However, the team size and members depend on
the complexity of the project.
3.3 Management of Certification Teams
The DEAD aims to ensure equal treatment of applicants across certification projects by
monitoring, coordination and management. For this, the DDG organises regular co-
ordination meetings with the DAED, in order to achieve the administrative and technical
standardisation across certification projects. Technical training is provided on a regular basis
to the officers of AED with-in and outside the country.
4 CERTIFICATION PROCEDURES
4.1 Principles
Once an application has been accepted and a certification team is established, the DGCA
supplemental type certification process can generally be divided in to the following phases.
Phase I – Technical Familiarisation and establishment of the Supplemental Type Certification
Basis
The objective of this phase is to provide technical information about the project to the team
specialists to enable the definition of the project and the agreement on the DGCA
Supplemental Type Certification Basis.

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Phase II – Agreement of the Certification Programme

The objective of this phase is to agree on the proposed means of compliance with the
Certification Basis and the identification of the team involvement.
Phase III – Compliance determinations
The objective of this phase is to agree on demonstration of compliance with the Certification
Basis and acceptance of the compliance demonstration.
Phase IV- Final Report and issue of a Supplemental Type Certificate
The objective of this phase is to establish and justify the compliance demonstration with
respect to design requirements, type investigation and, based on approval of the final report
by the DDG , the issue of the DGCA-Supplemental Type Certificate..
4.2 Classification of Changes
Changes to an approved type design which will result in STCs are divided into two
categories:
‘Significant’: A significant change is a product-level major change and results from either an
accumulation of changes or an isolated extensive change of the product which makes the
product distinct from others. It is classified in accordance with CAR 21.101(b)(1) (i) and/or
(ii).
‘Non-significant’: A ‘non-significant’ change is a product-level major change classified in
accordance with CAR 21.91 that does not come with the criteria that defines a significant
change (see CAR 21.101(b)).
The classification of ‘significant’ and ‘non-significant’ changes shall be made by DGCA in
one of the following two ways:
(a) by agreeing to appropriate controls and procedures that enable the applicant to make a
declaration that a change is ’non-significant’. An appropriate declaration by the applicant to
DGCA may be acceptable for this purpose. In all cases, the DGCA retains the option to be
involved and decide.
(b) by accepting the determination of significance of a major change, based on the
applicant’s submission.
4.3 Phase I - Technical familiarisation and establishment of the STC Basis
4.3.1 Technical familiarisation
For ‘significant’ changes the certification team needs to receive thorough technical briefings
from the applicant about the product in order to fully understand the design, including new
used technologies and any unique or unconventional features or intended unconventional
usage of the product. Those technical information about design features, which can not be
addressed by the usual applicable certification specification/ airworthiness standard/design
code, and might affect the establishment of the DGCA Type Supplemental Certification Basis
are included as Special Conditions.

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For ‘non-significant’ changes the technical briefings from the applicant are examined
accordingly.
4.3.2 Establishment of the initial Supplemental Type Certification Basis
For ‘non-significant’ changes, the certification basis is the original Type Certification basis of
the applicable product, except when the applicant elects to comply with a later amendment.
For ‘significant’ changes, the DAED(PCM), supported by his certification team, drafts the
initial Supplemental Type Certification Basis which consists of applicable certification
specifications /airworthiness code/ design codes at the date of application and includes, if
applicable, deviations/ limitations and environmental protection requirements.
Special Conditions, where properly justified, may also form part of the Supplemental Type
Certification Basis. The applicant may also elect to comply with a later amendment of the
applicable certification specifications which will then become part of the Supplemental Type
Certification Basis.
New Special Conditions, if considered important by the DDG shall be stipulated. The DDG
approves the initial Supplemental Type Certification Basis and any changes to it, based on
the draft prepared by the DAED.
The initial Supplemental Type Certification Basis may need to be changed along the course
of the certification process due to new applied technologies, introduction of design changes,
discovery of unsafe conditions or compliance demonstration results. The process for such
changes is the same as for the establishment of the initial certification basis.
4.3.3 Recording of the Supplemental Type Certification Basis
If the DGCA Supplemental Type Certification Basis is different from the original DGCA
Type Certification basis of the applicable product, then the DAED records it in a document
called Certification Review Item (CRI).
In such cases, each Special Condition, Exemption, Equivalent Safety Findings or useful
interpretation and alternative means of compliance are presented in detail in a separate CRI.
4.3.4 Intimation on CRI
The PCM intimates the applicant about CRI after examination of the document
4.3.5 Acceptable Airworthiness Design Codes
a. According to CAR 21.17(a), applicable FAA/ EASA design codes for
aeronautical products are to be proposed by the applicant.
b. Suitable environmental (emission and noise) protection requirements in
line with CAR 21.18(a)&(b). Also, subpart I of CAR 21 prescribes
procedure for issue of ‘Noise certificate’, if applicable.
c. In accordance with CAR 21.16B, DGCA may impose ‘special
condition(s)’ in the ‘certification basis’ if it is considered that the selected
‘airworthiness requirement’ do not contain adequate safety standards for
the product, or the product has novel/ unusual design features, usage etc.

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4.4 Phase II - Agreement of the Certification Programme

Based on the proposal of applicant, the certification team discusses and agrees with the
applicant’s certification programme which:
(a) defines the proposed means of compliance with the supplemental type certification basis ;
and
(b) describes all the activities and team involvement with respect to compliance
demonstrations, test witnessing, compliance tracking, compliance records, conformity
statements, time schedule for achieving compliance, etc.
All documents required for showing compliance with the applicable requirements and their
scheduled date of availability are identified by the applicant in the Certification Programme
for each subject.
While defining the certification team’s involvement, the applicant’s Design Organisation
Approval (DOA) privileges under CAR 21.A263 (b) is considered. Whether all compliance
documents are to be accepted, without any further verification or not, by the certification
team should be agreed upon with the applicant according to the scheduled level of
involvement.
The DAED approves the agreed certification programme and intimates the applicant in
writing.
4.5 Phase III – Compliance Determinations
The task of showing compliance with the certification basis is the responsibility of the
applicant. The applicant :
(a) defines the DGCA -Type Design
(b) submits a procedure to cover equipment qualification;
(c) submits a statement of conformity for certification tests;
(d) submits the required certification documents (including compliance reports, manuals,
etc.);
(e) concludes each compliance report with a Declaration of Compliance with the applicable
requirements.
The acceptance of the compliance demonstrations is the responsibility of the DAED,
supported by his certification team.
4.6 Phase IV- Final Report and issue of Supplemental Type Certificate
4.6.1 Statement of Compliance
On completion of the certification programme the applicant provides a declaration of
compliance (see CAR 21.114) that the type design of the changed product which is to be
certificated complies with the Supplemental Type Certification Basis.
The Team members submit their observation to the DAED with the applicant’s compliance
declaration of the discipline involved.
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On acceptance of all necessary statements of satisfaction by the certification team, the DAED
issues a compliance statement to the DDG confirming that the type design of the changed
product complies with the Supplemental Type Certification Basis.
4.6.2 Final Certification Report
For ‘significant’ changes, the DAED, in conjunction with his team, submits a report, which
covers the Type Design on which the type investigation process is based, significant
subjects investigated, details of that investigation, process followed and conclusions
regarding compliance with the Supplemental Type Certification Basis. The DAED submits
the final report in the form of an internal note to the DDG for approval.
For ‘non-significant’ changes also DAED submits an internal note to DDG for approval.
After approval of DDG, DAED takes necessary action for formal closure of the technical
investigation.
4.6.3 Issuance of the Supplemental Type Certificate
After approval of final report, the DDG intimates the Director General (DG) through an
internal note about successful closure of the technical investigation process. The DAED then
prepares the STC and Type Certificate Data Sheets (if applicable) to be signed by the JDG
or DG., and ensures all necessary steps to close the project. A Type Certificate Data Sheet
becomes a part of the DGCA- STC.
4.6.4 STC for a product with FAA/EASA Type design
For issue of a DGCA-STC for a product with FAA/EASA Type design, the applicant should
inform the TC holder, manufacturer and Civil Aviation Authority of the state of design
under intimation to AED, DGCA. The procedure laid down in this handbook is applicable
for such products.
4.7 Changes to a Supplemental Type Certificate
In accordance with CAR 21.117(a), the procedure for approval of minor changes to part of a
product covered by a STC shall follow CAR 21, Subpart D and the Handbook of
Procedures for TC changes.
In accordance with CAR 21.117(b), the approval of major changes to the part of a product
covered by a STC shall be carried out within the framework of this STC procedure following
CAR 21, Subpart E and approved as a separate STC.
In accordance with CAR 21.117(c), the approval of major changes to the part of a product
covered by a STC submitted by the STC holder itself may be approved following this
procedure as changes to the existing STC.
4.8 STC application from a foreign country
4.8.1 General
For supplemental type certification of changes originating from applicants whose principal
place of business is located outside the territory of India, procedures other than those

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described above may apply depending on the content of bilateral agreements or working
arrangements.
When an application has been made within the framework of a bilateral agreement, the
DGCA may accept classification of changes by the foreign applicant. In this case the DDG
confirms that the application is in accordance with bilateral agreements. Certification
procedure shall be as per the provisions of bilateral agreement.
4.8.2 Supplemental Type Certification under a formal bilateral agreement with the
State of Change Design
In case of a formal recognition agreement between the aviation authority of State of change
design and DGCA including the associated implementing procedures, the implementation
procedures for change of product supersede the above supplemental type certification
procedures.
In this case, the DGCA certification may be called validation and it is assumed that the
major change designed by a foreign applicant meets the same level of confidence and a
level of safety equivalent to that required for comparison with a major change product ,
designed and manufactured within India.
4.8.3 Supplemental Type Certification under a working arrangement with the State of
Change Design
In case of a working arrangement between DGCA and the civil aviation authority of state of
change design, above supplemental type certification procedures is applicable. However,
based on the working arrangement, the DAED may use the foreign certification system,
which has demonstrated the same level of independent checking function, and compliance
determination functions and correspond to the DGCA certification basis prescribed in
4.3.2 of this part.
5 INTERFACE WITH OTHER ACTIVITIES

5.1 General
Co-ordination is required with a number of other activities. These activities include:
(a) Aircraft/Engine/Propeller interactions
(b) Equipment approval
(c) Design Organisation approval
(d) Production Organisation approval
(e) Maintenance interactions
(f) Operations interactions
5.2 Aircraft/Engine/Propeller interactions
In cases where the change covers alternative engine or propeller for the aircraft, then the
STC applicant is responsible for installation of engine/propeller on the aircraft and has to
show compliance with installation requirements that apply to, over and above, those required

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for a separate type certification of engine/propeller. The engine/propeller manufacturer is

expected to support the STC applicant in this process.
The certification team examines the potential interfaces between the relevant certification
specifications/ airworthiness code and ensures proper interface communication.
5.3 Equipment Approval
For approval of new or alternative equipment that is not to be certified as part of the product,
obtaining Indian Technical Standard Order (ITSO) Authorisation is responsibility of the
equipment manufacturer. ITSO Authorisation is the recognition by DGCA that the
equipment meets predefined qualification and performance criteria. However, the STC
applicant is responsible for all interface aspects between equipment approval and product
certification including showing of compliance of the equipment installed on his product with
the Supplemental Type Certification Basis.
However, for the equipment for which ITSO authorization has not been issued, DGCA
accepts the equipment manufactured under FAA TSO / ETSO authorisation.
5.4 Design and Production Organisation Approval
The DAED ensures appropriate communication with the responsible DOA/POA team leader
in order to exchange any findings by the STC team which may affect the continuous validity
of the organisational approvals of the applicant.
5.5 Maintenance interactions
As required by CAR-21.120 and in accordance with the provisions of the applicable design
airworthiness codes, specifications and instructions for continued airworthiness are furnished
by the applicant. Certification Maintenance Requirements (CMRs) and Airworthiness
Limitations arising there, are reviewed by the certification team to ensure compliance with
the Supplemental Type Certification Basis.
5.6 Operation interactions
If the applicant requests to establish an operations evaluation board (OEB), the DDG
proposes for setting up of an OEB to JDG/DG. The JDG/DG would constitute an OEB with
appropriate representation covering AED, AID, Flight Inspection Directorate, Directorate of
Training and Licensing and any other Directorate of DGCA, as deemed necessary. The
DDG ensures appropriate representation on the OEB from the certification team.
6.1 Panel of Experts
6.1 Committees for Special Certification work
In certain areas of supplemental type certification work such as certification of electronic
equipment, avionics, software and systems with unusual design features and having new
technologies, DGCA does not have the technical experts to carry out certification work. In
such cases, DGCA0 constitutes committee of experts from the relevant fields and applicable
to the work under consideration. The experts for such committees are taken from reputed
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Government organisation / public sector undertakings/ retired DGCA officers / industry.

DGCA enters in to a working arrangement with the external committee members. These
committee is chaired by DAED/ DDG and the committees work according to the principle
of supplemental type certification procedure of AED. DAED is responsible for the entire
certification work.
6.2 Resolution of Disagreements
The Certification Team is the primary decision maker in the process under the supervision of
the DAED(PCM). The Certification Team should have the ability and power to take the first
decisions to the largest possible extent. If the Certificate holder/applicant does not agree with
the Certification Team’s decision, the responsible DAED (PCM) will try to find a mutually
acceptable solution. If an agreement still cannot be reached, the matter will be brought to
DDG to take a decision thereto.
If further deliberation is necessary, then the final decision will be made by the DG. The
6.3 Reserved
6.4 Suspension, limitation and revocation of a certificate

Based on sound justification provided by the DDG , the JDG / DG may decide to limit,
suspend or revoke a STC as per the Aircraft Rules, 1937 and CAR 21.
When a certificate or a subsequent approval to a certificate is suspended, limited or revoked,
on behalf of JDG/ DG, the DDG intimates the holder of the STC of his decision and the
reasons thereto.
6.5 Documentation
6.5.1 General
Some documentation, manuals or sections of manuals require formal DGCA approval. The
relevant documents, which are found acceptable by the DAED, are referenced in STC,
including number and revision status, and deemed to be approved as integral part of the
DGCA- STC.
6.5.2 Documents associated with Aircraft Type Certification
(a) Aircraft Flight Manual
If the change leading to a STC affects the Aircraft Flight Manual (AFM), an AFM
amendment is reviewed and agreed by the certification team.
In such cases, the team determines whether the limitations, operational procedures and
performance contained in the AFM amendment provides for safe operations and are in
accordance with the original Type Design, and the DGCA Supplemental Type Certification
Basis.

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12
PART 2
(b)Airworthiness Limitations Items and Certification Maintenance Requirements

The documents containing Airworthiness Limitations and Certification Maintenance
Requirements arising from the certification process are reviewed and agreed by the DGCA
certification team.
6.5.3 Communication and Publication
Significant decisions affecting the result of the certification procedure are communicated by
DDG to the applicant in writing. These decisions are related to issuing, modification,
limitation, suspension or revocation of certificates are communicated to those concerned.
The DDG makes provisions, in order to make the relevant information circulated.
All documents and information received are retained by DGCA which are related to the
certification procedure and originates from the Supplemental Certificate holder/applicant or a
third party. If the applicant choose to submit data required to support applications in
electronic format , then also , these data are protected and kept safely.

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13


NEW DELHI-110003
PART 3
TYPE CERTIFICATE CHANGE AND REPAIR APPROVAL

PROCEDURE

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Procedure for Type certificate Change AED-HDBK
and Repair Approval PART 3

CONTENTS
Subject page number
1.0 Purpose 2
2.0 Scope 2
3.0 Reference 2
4.0 Basic Principles 2
5.0 Procedure 2
5.1 Flow charts 3
6.0 Descriptions of Repairs and Changes/Modification 7
7.0 Guidelines for Change/Repair approval and Responsibilities 13

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1.0 Purpose :
This procedure defines the Type certificate change and repair approval process as well as the
approval process for stand-alone or minor changes related to revision of flight manual.
2.0 Scope ;
This procedure applies to approval of Type certificate changes, Flight Manual changes and
repair design data approval when the applicant is the TC holder. This procedure is also
applicable for minor changes to TC, when the applicant is not the TC holder. In accordance
with CAR 21.117(a), this procedure is also applicable to approval of minor changes to the
part of the product covered by a STC. In accordance with CAR 21.117(b) and (c), This
procedure is not applicable to major changes to part of a product covered by a STC
irrespective of the applicant whether the STC holder himself or any applicant. Further, this
procedure is not applicable to RTC and ITSO authorisation holder.
3.0 Documents referred

1. CAR 21
2. AMC and GM of CAR 21
3. ICAO Doc 9760.
4.0 Basic Principles

a) Changes :
According to CAR 21.91 changes in type design are classified as major or minor. A
change which does not have any appreciable effect on mass, balance, structure, strength,
reliability, operational characteristics, noise, fuel venting, exhaust emission or any other
characteristics effecting the airworthiness of the product is called minor change. The minor
changes are not significant change. The changes which are not minor are called major.
b) Repair :
The approval of design data of repairs follows the same principles as for the approval of
changes. However, in this case the requirements of CAR 21.101 does not apply.
Qualification, production and release of repair parts shall follow respective provisions of
CAR 21.
c) Flight Manual Changes :
Changes of Flight Manual (FM) with out a technical change of aircraft is called Stand-alone
FM change. AED approves such changes.
Approval of a change to FM or its supplements in relation to a major technical change or
STC is included in the technical design change. The design change approval would
automatically approve the FM changes.
5.0 Procedure :
The structure of the procedure reflects the classification of changes and repair as major and
minor. The procedure for major change and minor changes are described separately using
two flow charts. The minor changes, minor repairs and stand alone FM change are grouped
in one flow chart.

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5.1 Flow Charts Major change approval process CP Certification Programme
CRI certification Review Items
Start
ESF Equivalent Safety Findings
FR Final Report
FR Final Report
I. a. w In accordance with
Review the application whether I. a. w In accordance with
the change is significant or PCM Project Certification Manager
substantial & Organise technical RCM Responsible Certification Manager
RCM Responsible Certification Manager
familiarization meeting with the RP Responsible Party
RP Responsible Party
applicant-if necessary (PCM) RTM Responsible Team Member
RTM Responsible Team Member
S of S Statement of satisfaction
S of S Statement of satisfaction
TC Type Certificate
TC Type Certificate

Yes
Is the change NO
substantial?
(PCM)
Yes No
(PCM) Is the
change
Formulate programmes, significant?
and detailed justification
(PCM) Involve Certification Team
members & the applicant to Initial TC basis applies
establish TC basis applicable at (21.101(d)) + special
Inform the applicant that the date of application+ special condition (if necessary)
an application for a new condition (if necessary ) i.a.w. i.a.w. 21.16 (PCM)
TC is necessary (C.1) 21.16 (new CRI A‐1) (PCM)
CRI revision (SC
CRI
or ESF)
Archive application &

correspondence Review, discuss & agree on the
Certification Program (RTM)
End
If necessary‐amend the Certification
Program according to the agreement
(applicant)
Acceptance of the Certification
Program (PCM)
CP
Yes No
Is the team involved in
compliance findings?
(PCM)
Collect and/or verify compliance
findings i.a.w. the Certification
Program (RTM)
Acceptance of compliance
documents & statement of
satisfaction (RTM)
Issue compliance declaration
Compliance declaration
(applicant)

A Revision 4, Amd. 1

A
Verify completion of all action/ issuance of
final report‐if applicable
Document revision &FR
Yes No
Is TCDS change is
necessary? (PCM)
Draft the updated TCDS & forward it to
the PCM (applicant)
Draft TCDS
Issue Technical note‐based on applicant’s &
RTM’s statements‐PCM
Draft TCDS
Submit final report/ TCDS as
applicable (PCM)
FR & TC and/or TCDS
Forward Technical note to DDG
Receive & sign draft certificate/
approval necessary (DDG)
PCM Forwards the TCDS to web
contact manager for publication on
DGCA website (RCM)
Forward all project related
documents & records to the
responsible officer
Archive all project related
documents & records
End

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Major repair approval process
Start
CP Certification Programme
Review the application & RP Responsible Party
organise technical familiarisation RTM Responsible Team Member
meeting with the applicant‐if
necessary (PCM)
Establish the TC basis (PCM)
Review & discuss Certification Programme‐
if necessary (PCM)
CP
Yes No
Is the team involved
in compliance
findings? (PCM)
Collect and/or verify compliance findings i.a.w.
the Certification Program
Acceptance of compliance documents
& internal note ‐RTM
Issue compliance declaration
Draft TCDS
Verify completion of all actions (PCM)
Document revisions
Issue Technical note based on
applicant’s & RTM’s statements if
applicable
Note
Forward Technical note to DDG
approval (DDG)
responsible office
documents & records
Effective from: 15.02.2010 End 5 AED‐HDBK

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Minor change/repair & AFM stand-alone changes
RP Responsible Party
Start
RTM Responsible Team Member
TN Technical Note
Review the application & the proposed
documentation (PCM)
Define action items and involvement ‐
if necessary (PCM)
Action list
Verify completion of all actions –if
necessary (PCM)
Action list
Issue Technical Note based on
compliance documentation & RTM’s
statements if applicable (PCM)
TN+RTM’s statement
Forward Technical Note (PCM)
approval necessary (DDG)
responsible officer (PCM)
documents & records
End

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6.0 Description of Repair/ Modification
6.1 INTRODUCTION : There are two type of repairs, viz., (a) Major repair, and (b) Minor
repair. In the following pages, all relevant details in respect of major and minor repairs and
guidance material of the same have been described.
6.2 REPAIRS :
6.2.1 Major repairs :
The DGCA should advise the industry maintenance personnel and aircraft owners and
operators regarding the classification of major/ minor repairs. Major repairs are classified into
two categories:
a. those which conform to data previously approved by the DGCA; and
b. those which require additional evaluation by the DGCA.
Those in category (b) must be investigated to the extent necessary to determine that they
meet the requirements of the applicable DGCA regulations.
Typical major repairs are listed below :
a) Airframe major repairs. Repairs to the following parts of an airframe and repairs
of the following types, involving the strengthening, reinforcing, splicing and
manufacturing of primary structural members or their replacement is by
fabrication such as riveting, bonding or welding, are airframe major repairs:
1) box beams;
2) honeycomb panels;
3) monocoque or semi-monocoque wings or control surfaces;
4) wings skins, stringers or chord members;
5) spars;
6) pressure bulkheads, doors, hatches and windows;
7) spars flanges;
8) members of truss-type beam;
9) thin sheet webs of beams;
10) keel and chine members of boat hulls, or floats;
11) corrugated sheet compression members which act as material of wings or tail
surfaces;
12) wing main ribs and compression members;
13) engine pylons;
14) engine mounts;
15) fuselage longerons;
16) members of the side truss, horizontal truss or bulkheads;
17) main sheet support braces and brackets;
18) landing gear brace struts;
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19) axles;
20) wheels;
21) skis and ski pedestals;
22) parts of the control system such as control columns, pedals, shafts, brackets or
horns;
23) repairs involving the substitution of material;
24) the repair of portions of skin sheets by making additional seam;
25) the splicing of skin sheets;
26) the repair of three or more adjacent wing or control surface ribs or the landing
edge of wings and control surfaces between such adjacent ribs;
27) repair of fabric covering involving an area greater than that required to repair
two adjacent ribs;
28) replacement of fabric on fabric covered parts such as wings, fuselage, stabilizers
and control
29) repairing of removable, or integral fuel tanks and oil tanks.
b) Power-plant major repairs. Repairs of the following parts of an engine and
repairs of the following types are power-plant major repairs.
1) removal, repair and replacement of:
- fan and shaft
- fan thrust bearing
- intermediate pressure and low pressure turbines
- intermediate or high pressure compressors
- combustor lever
2) separation or disassembly of a crankcase or crankshaft of a reciprocating engine
equipped with an integral supercharger;
3) separation or disassembly of a crankcase or crankshaft of a reciprocating engine
equipped other than spur-type propeller reduction gearing
4) removal, repair or replacement of external gear box; and
5) special repairs to structural engine parts by welding, plating, metalizing or other
methods.
c) propeller major repairs. Repairs of the following types to a propeller are propeller
major repairs:
1) any repairs to or straightening of steel blades
2) repairing or machining of steel hubs;
3) shortening of blades ;
4) repair to wood or composition blades;
5) repair of propeller governors;
6) overhaul of controllable pitch propellers;

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7) repair to deep dents, cuts, scars, nicks, etc., strengthening of aluminium
blades; and
8) the repair or replacement of internal elements of blades.
d) Equipment major repairs. Repair of the following types to equipment are
considered major repairs:
1) repair and calibration of flight and navigation system instruments and
equipment;
2) complete disassembly of complex hydraulic and pneumatic power valves;
3) overhaul of pressure type carburettors and pressure type fuel, oil and hydraulic
pumps; and
4) overhaul of fuel control systems
6.2. 2. Minor repairs:
Any other repair than those mentioned above are considered to be minor repairs. The Type
Certificate holder of an aircraft has a privilege in accordance with CAR 21. A263(b)(2) to
approve minor changes to type design.
6.3 MODIFICATION/ RETRO FITMENTS :

6.3.1 Major modification/ retro fitments :
Description of major Modification/ Retro fitments :
"Major Modification/ Retro fitments" consist of an Modification/ Retro fitment :
i ) that might appreciably affect :
1) structural strength;
2) performance or flight characteristics;
3) modification of systems;
4) power plant or propeller operation limitations;
5) weight and balance(centre of gravity) location.
ii) that is not accomplished according to accepted practices or cannot be
accomplished by elementary operations.
6.3.2. Typical major Modification/ Retro fitments are listed below :
a) Airframe major Modification/ Retro fitments
Modification/ Retro fitments of the following parts / types, when listed in the aircraft
specifications, are generally classified as airframe major Modification/ Retro fitments:
1) wings;
2) empennage;
3) fuselage;
4) engine pylons;

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5) flight control systems;
6) landing gear;
7) hull or floats;
8) elements of an airframe including spars, ribs, fittings, shock absorbers,
bracing, cowling, fairings and balance mass;
9) rotor blades;
10) changes to the empty mass or empty balance which result in an increase in the
maximum certificated mass or centre of gravity limits of the aircraft;
11) changes to the basic design of the:
- fire protection system
- avionics flight control system
- electrical power system
- environmental system
- fuel system
- pneumatic system
- water and waste system
- oxygen system
- ice and rain protection system
12) auxiliary power unit;
13) changes to the wing or to fixed or movable control surfaces which affect
flutter and vibration characteristics.
b) propulsion system major Modification/ Retro fitments
The following Modification/ Retro fitments of a power plant, when not listed in
the engine specifications, are power plant major Modification/ Retro fitments;
1) conversion of an aircraft engine from one approved model to another,
involving any changes in compression ratio, propeller reduction gear,
impeller gear ratios number of working stages, number of rotating airfoils,
stators or the substitution of major engine parts which require extensive
rework and testing of the engine;
2) changes to the engine by replacing aircraft engine structural parts with parts
not supplied by the original manufacturer or parts not specifically approved
by the CAA;
3) installation of an accessory which is not approved for the engine;
4) removal of accessories that are listed as required equipment on the aircraft or
engine specification;
5) installation of structural parts other than the type of parts approved for the
installation; and
6) conversions of any sort for the purpose of using fuel of a rating or grade other
than that listed in the engine specifications.

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c ) propeller major Modification/ Retro fitments
The following Modification/ Retro fitments of a propeller when not authorized in
the propeller specifications are propeller major Modification/ Retro fitments :
1) changes in blade design;
2) changes in hub design;
3) changes in governor or control design;
4) installation of a propeller governor feathering systems;
5) installation of propeller de-icing system; and
6) installation of parts not approved for the propeller.
d) Equipment major Modification/ Retro fitment
Modification/ Retro fitments of the basic design not made in accordance with
DGCA Airworthiness Directives are equipment major Modification/ Retro
fitments. In addition, changes in the basic design of communication and
navigation systems, flight management systems approved under type certification
or DGCA approved specifications that have an affect on the performance of the
equipment are also major Modification/ Retro fitments.
6.3.3 Modification/ Retro fitments which require engineering approval

Many Modification/ Retro fitments that are commonly called major Modification/
Retro fitments are in reality major design changes and require a supplemental type
certificate. Major changes to the type design are those which might appreciably
affect mass, balance, structural strength, reliability, operational characteristics, or
other characteristics affecting the airworthiness of the product. Modification/
Retro fitments of this require engineering approval and should be referred to the
AED. Typical major Modification/ Retro fitments in this category are listed
below:
a) increase in gross mass and/or changes in the centre of gravity (cg) range;
b) installation or relocation of equipment and systems or changes which may
aversely affect structural integrity, flight or ground handling characteristics of the
aircraft. For example engine, engine pylons, auxiliary power units, propellers of a
different make or model; pressurization systems; alternate static air or pressure
systems; initial or prototype installation of an automatic flight control system
which changes servo forces, servo rates or any flight control or performance
characteristics; and the relocation or changes of throttle levers, flap controls and
similar items;
c) any change (Modification/ Retro fitment) of movable control surfaces which may
affect flight characteristics or performance or make difference (plus or minus) in
the mass distribution;
d) change in control surface travel outside approved limits, control system
mechanical advantage, location of control system component parts, or direction
of motion of controls;

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e) changes in basic dimensions or external configuration of the aircraft, such as wing
and empennage plan form or incidence angles, canopy, cowlings, contour or radii
or location of wing and tail fairing, engine pylons, etc.;
f) changes to landing gear, such as internal parts of shock struts, length, geometry of
members or brakes and brake systems and wheels;
g) any change to engine pylons, cowling and /or baffling which may adversely affect
the flow of cooling air and changes to manifold;
h) changes to primary structures which may adversely affect strength or flutter and
vibration characteristics;
i) changes to systems which may adversely affect aircraft airworthiness such as
relocation of exterior fuel vents, use of hydraulic components, tube material and
fittings not previously approved or use of new type fusible hydraulic plugs;
j) changes to oil and fuel lines or systems which may adversely affect their
operations, such as new type of hose and hose fittings, change in fuel dump
valves, new fuel cell sealants, new fuel or line materials and new fuel or oil
system components;
k) any changes to the basic engine or propeller design controls or operating
limitations and unapproved changes to engine adjustments and settings having an
affect on power output;
l) changes in a fixed fire extinguisher or detector system which may adversely
affect the system effectiveness or reliability, such as relocation of discharge
nozzle or detector units, use of new or different detector components in new
circuit arrangements; deletion of detector units or discharge nozzles;
extinguishing agent or decrease in amount of extinguishing agent;
m) changes which do not conform to the minimum standards established in a DGCA
approval under which a particular aircraft component or equipment is
manufactured;
n) modifications to approved type radio communications and navigational
equipment which may adversely affect reliability or airworthiness, such as
changes which deviate from the component operating limitations as prescribed by
the manufacturer; extension of receiver frequency range above or below the
manufacturer's extreme design limits; major changes to the basic design of the
avionics systems; and changes which deviate from the design environmental
performance;
o) changes to aircraft structure or cabin interior of aircraft which may adversely
affect evacuation of occupants in any manner; and
p) changes in airplane flight manuals and/or manual information in the form of
placards or markings.
6.3.4 Typical Modification/ Retro fitments which may require consultation with the DGCA
due to the nature of change proposed by the operator:
a) substitution of materials, parts of processes on which insufficient information is
available;
b) new plating applications;
c) new materials applications;
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d) ceramic coatings;
e) use of synthetic resin glues;
f) new stripping or plating coatings;
g) new welding brazing techniques;
h) alternative means for complying with Airworthiness Directives or approved
service bulletins;
i) any other complex special processes which, if not properly performed could have
an adverse effect on the integrity of the product ; and
j) any change to a required aircraft instrument system, flight management system or
automatic flight control system
6.3.5 Minor Modifications/ Retro fitments :
Any other modification/ retro fitment than those described above are considered to be minor
modification/ retro fitment. The Type certificate holder of the aircraft within his privilege can
carry out minor modification/ retro fitment under intimation to DGCA (as State of Design).
However, there should not be any difference of opinion of the TC holder with the DGCA so
far as the classification of the said mod/ retrofit is concerned. Also; the TC holder shall
submit all relevant documents regarding the minor mod/ retrofit to the DGCA and keep the
DGCA informed regarding development/ completion of the said task.
The record retention requirements for minor modifications and repairs are much simplified,
as no modification or repair may be called minor if it affects the airworthiness of the
aeroplane. It is nevertheless necessary for the aeroplane operator to retain sufficient records
to:
a) identify the modification or repair and record that it has been classified as minor;
b) record its location on the aeroplane;
c) record mass and moment change, if significant; and
d) record the return-to-service approval.
7. Guidelines for Change/ Repair approval and responsibilities of holders of approvals,

installers, operators and states of design & registry.
The procedures for approval of modifications/ repairs and responsibilities of holders of
approvals, installers, operators and states are in accordance with the guidelines of ICAO Doc
9760, vol. II, part B, chapter 5, Appendix B and C.
7.1 General :
When any modification/ change or repair is installed on an aircraft, care must be taken to
ensure that it is compatible with all other design changes installed on that aircraft.
Modifications or repairs designed separately may conflict or interfere with each other, despite
having been individually analysed, tested and shown to comply with all applicable standards
of airworthiness. Interaction between different modifications or repairs may be of a physical,

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aerodynamic, structural or fatigue strength, electromagnetic or any other nature. Such
interaction may jeopardize the airworthiness of the aircraft.
(a) An example of potential incompatibility would be a repair installed in close proximity to
an existing repair. While the two repairs individually may be completely satisfactory if
separately installed on an aircraft with no other design changes in the vicinity, the
combination in close proximity may introduce additional stress concentrations which cause
fatigue cracks to occur after a period of time in service. The designer of a repair scheme
should survey the aircraft to be repaired to establish whether there are any other design
changes in the vicinity which may interfere. In the case of an existing repair in close
proximity to the new damage, it may be necessary to remove the old repair and install a new
repair encompassing both damage areas, designed in a manner to reduce any stress
concentrations to a level that will not produce fatigue cracking.
(b) In a more general situation, modifications may be separately designed for the same basic
aircraft type by different organizations with no knowledge of the other’s work. The
modifications may be shown separately to comply with all applicable airworthiness
standards; however, on attempting to install them on the same aircraft, it may be found that
they physically interfere with each other. Alternatively, no problems may be encountered
with the installations, but it may be found in service that the combination causes aerodynamic
buffeting, stability or control problems, fatigue cracking, structural failure, electromagnetic
interference, or any number of other problems. If the concurrent installations of different
modifications are not rigorously assessed for compatibility, there exists the possibility that in
combination they may cause serious airworthiness hazards.
(c) Modifications and repairs may be designed by the same organization that operates the
aircraft into which they are incorporated. In the more general case, however, the organization
that designs and obtains design approval for the modification or repair, the operator of the
aircraft, and the organization that installs the design change on the aircraft may all be
different. Their separate responsibilities are discussed below.
7.2 RESPONSIBILITIES OF HOLDERS OF APPROVALS

(i) In the case of a design change intended as a unique installation on a single aircraft, the
aircraft records and the aircraft itself should be surveyed to identify all other design changes
to the aircraft which may in any way interfere with the proposed installation. All such
existing installations should be considered in the analysis and testing conducted to
demonstrate compliance with the standards of airworthiness.
(ii)In the more general case where a design change is intended to be sold to many aircraft
operators and incorporated on multiple aircraft, it may not be feasible for the designer of the
modification or repair to obtain knowledge of the modification status of every aircraft
affected. The designer should account for the effects of any potential incompatibilities
between the proposed design change and any known existing or reasonably foreseeable
modifications or repairs when conducting analyses and tests to demonstrate compliance with
the standards of airworthiness and obtain design approval. Alternatively, limitations may be

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placed on the design change, explicitly advising potential users that it has not been cleared for
compatibility with other modifications or repairs and that the installer should obtain separate
design approval for installation in combination with those others.
(iii) The holder of a design change approval has a responsibility to assist the DGCA to correct
airworthiness deficiencies discovered in service. ‘Design Certification and Continuing
Airworthiness’ which relate to the design change. If, during the course of investigating a
perceived unsafe condition related to the design change, the approval holder determines that
the unsafe condition results from an incompatibility between the design and another
modification or repair, the approval holder should notify the DGCA immediately and
recommend corrective measures. If the authority determines that the design change must be
altered to prevent the unsafe condition from occurring in other aircraft on which it is
installed, it will normally require the approval holder to develop the corrections and issue
instructions for the installer. These instructions should provide corrective measures for
existing installations and revisions to the installation instructions for future installations. The
DGCA (as State of Design) shall issue an Airworthiness Directive to mandate the measures
to correct the deficiency on existing installations.
7.3 RESPONSIBILITIES OF INSTALLERS

Because the holder of a design approval for a particular modification or repair cannot be
expected to be aware and to have conducted analyses and tests for all the possible design
changes installed on all aircraft of a given type, the installer has a responsibility to verify
compatibility with other modifications and repairs before installing any design change. The
installer shall survey the aircraft records and the aircraft itself to determine what other design
changes exist on the aircraft. Any questions of incompatibility with other modifications or
repairs arising from the survey should be referred for resolution to the operator.
7.4 RESPONSIBILITIES OF OPERATORS

(i) Operators have the overall responsibility to ensure the compatibility of all design changes
incorporated in their aircraft. The operator contracting with an installer for incorporation of
any aircraft modification or repair should provide the installer with information on all
existing design changes to the aircraft so that compatibility may be verified. Any questions of
design change incompatibility which may arise during installation or in service should be
thoroughly investigated by consultation with the approval authority or approval holder, or by
an independent engineering organization. In every case of incompatibility between
modifications or repairs, the problem must be corrected and it must be established to the
satisfaction of the authority of the State of Registry that the modified aircraft continues to
comply with the applicable standards of airworthiness. In addition to correction of the
problem on the aircraft on which it is discovered, it is necessary that any incompatibilities
between modifications or repairs be addressed on all other affected aircraft. The operator
should promptly report any design change incompatibilities detected during installation or in
service to the approval holder, to the installer and to DGCA (as State of Registry).

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(ii) For those repairs which are not covered in the SRM/ approved aircraft data, the operators
have to consult the manufacturer under intimation to the DGCA.
7.5 RESPONSIBILITIES OF STATES

(a) The DGCA (as State of Design) issuing a design change approval shall require that
compatibility with other existing modifications, repairs and airworthiness directives be
adequately verified. Additionally, some authorities have a standard caution statement
concerning compatibility with other design changes, which is included on each modification
and repair approval document issued.
(b) The DGCA (as State of Registry) shall provide direction and guidance to aircraft
operators and maintenance, modification and repair organizations to provide for the
consideration of compatibility whenever a design change is installed on an aircraft. In such
cases of repairs which are not covered in the SRM/ approved aircraft data and for which the
operators have intimated the DGCA and the manufacturer, depending upon the nature of
repair the DGCA may consult the respective State of Design (as may be the case) for
guidance and approved repair scheme (if generated by the manufacturer in consultation with
the state of design).
7.6 RETENTION OF MODIFICATION AND REPAIR DATA AND RECORDS

In accordance with CAR, section 2, series O, Part II, para 8.6, it has to be ensured that all
modifications and repairs should comply with the applicable airworthiness requirements
acceptable to the DGCA (as State of Registry). It should also be ensured that the
substantiating data supporting compliance with the airworthiness requirements are retained
by the respective operators (aircraft owned by whom has undergone repairs). The concerned
operator shall ensure that the following records are kept for the periods as prescribed in para
8.4.2 of CAR, section 2, series O, part II.
7.7. RESPONSIBILITIES OF HOLDERS OF APPROVALS

(A) The DGCA (as State of Design) granting the approval of the design of the modification
or repair should require that the holder of the approval retain the data used to demonstrate
compliance with the applicable standards of airworthiness and to obtain approval of the
design change. Retention of the data is required for record purposes and as a source of
information to design corrective measures should difficulties be encountered with the
modification or repair in service.
(B) The record of design approval will always need to be retained, but the additional data to
be retained will vary considerably depending on the complexity of the modification or repair.
In the case of a simple repair, the additional data may only be a drawing describing the repair,
its location and installation on the aeroplane and the materials used, together with the

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calculations and analysis used to demonstrate compliance with the design standards. For a
more complex design change, the data to be retained will be more extensive. In addition to
the record of design approval, the following is the kind of data that may be included, as
applicable:
a) a master documentation list and the individual drawings, photographs and specifications
which define the design change;
b) drawings, photographs and instructions necessary for the installation of the design change
in the product;
c) a compliance programme, a document listing each discrete design standard which must be
satisfied, the method used in determining compliance (e.g. test, analysis, inspection) and the
signature of a qualified person confirming the finding of compliance;
d) engineering reports which contain the analyses, calculations and ground and flight test
results used to make the determination that the modified product complies with the applicable
design standards;
e) a record of the change in mass and moment arm when the design change is installed in an
aircraft;
f) a record of the change in electrical load when the design change is installed in an aircraft;
g) supplements to:
1) the approved flight manual;
2) instructions for continuing airworthiness or other maintenance instructions,
including any airworthiness limitations; and
3) repair instructions.
(C) The data should be retained by the approval holder until all the aeroplanes modified or
repaired in conformity with the approved modification or repair are permanently withdrawn
from service. The data should be available to the DGCA upon request. Some airworthiness
authorities retain a duplicate copy of the data which may be used as a back-up if the approval
holder goes out of business or for some reason fails to maintain the records.
(D) In some cases the person or organization to which the approval is granted may have
contracted with another agency to conduct some or all of the analysis or testing required to
show compliance with the design standards. The resultant substantiating data may be retained
at the contractor’s facility. Regardless of where the data are stored, the DGCA should make
the approval holder responsible for ensuring that the data are retained and are available to the
authority when required.
7.8 RESPONSIBILITIES OF AIRCRAFT OPERATORS
(i) The DGCA (as the State of Registry) shall require that the aircraft operator retain records
identifying any modification or repair incorporated on the aircraft, together with records of
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design approval and return-to-service approval. Retention of the records is required so that
the modification and repair status of the aircraft may be readily established at any time. This
may be necessary if an airworthiness deficiency is detected with a modification or repair
requiring corrective measures or inspections and to ensure compatibility when making
additional design changes to the aircraft.
(ii) The records required will vary with the complexity of the design change. In addition to
the records of design approval and return-to-service approval, the following lists the kind of
data that may be included, as applicable:
a) a master drawing list and the individual drawings, photographs, specifications and
records which identify the design change and locate it on the aeroplane;
b) mass and moment change records; and
c) a record of any change in electrical load caused by incorporation of the design
change.
Part of the records should include a Supplemental Type Certificate (STC) or
equivalent document, or service bulletin or structural repair manual reference, if
applicable.
(iii) CAR, section 2, series O, Part I, 8.4.2 requires that the details of modifications and
repairs to an aeroplane and its major components be retained for a minimum period of 90
days after the unit to which they refer has been permanently withdrawn from service. CAR,
section 2, series O, Part I, 8.4.3 requires that in the event of a temporary change of operator,
the records shall be made available to the new operator; and, in the event of any permanent
change of operator, the records shall be transferred to the new operator.
(iv) Supplements to the approved flight manual, maintenance instructions, instructions for
continuing airworthiness and repair instructions pertaining to a modification or repair are
operating data that the operator should incorporate into the existing operating data for the
aeroplane. Since these supplements become a permanent part of the operator’s operating
instructions or instructions for continuing airworthiness, they need not be retained as part of
the records required by CAR, section 2, series O, Part I, 8.4.1 c). The operator should record
the incorporation of the required supplements in the appropriate revision logs.

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DIRECTORATE GENERAL OF CIVIL
AVIATION
NEW DELHI-110003
PART 4
Procedures for Continuing Airworthiness of

Type Design

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Procedure for Continuing Airworthiness of Type Design (CAP) AED-HDBK
PART 4

CONTENT
Subject page
1 GENERAL 2
1.1 INTRODUCTION 2
1.2 SCOPE OF PROCEDURES 2
1.3 REFERENCES 2
1.4 ABBREVIATIONS / TERMINOLOGY 2
2 CONTINUING AIRWORTHINESS ACTIVITIES 3

2.1 GENERAL 3
2.2 OCCURRENCE REPORTING 3
2.2.1 Maintenance Organisation Responsibilities 4
2.2.2 Owner/Operator Responsibilities 4
2.2.3 Design Approval Holder Responsibilities 4
2.2.4 Reserved 4
2.2.5 DGCA Responsibilities 4
2.3 RECOMMENDATIONS FROM ACCIDENT INVESTIGATION AUTHORITIES 5
2.4 OTHER CONTINUING AIRWORTHINESS ACTIVITIES 5
3 CORRECTIVE ACTIONS 5
4 AIRWORTHINESS DIRECTIVE PROCESS 5

4.1 PROPOSAL OF CORRECTIVE ACTIONS 5
4.2 DRAFTING OF PROPOSED AIRWORTHINESS DIRECTIVES (PAD) 6
4.3 PAD CONSULTATION PROCESS 6
4.4 APPROVAL OF THE PAD 7
4.5 NOTIFICATION, DISTRIBUTION AND PUBLICATION OF THE AD 7
4.5.1 Notification 7
4.5.2 Distribution 7
4.5.3 Publication 7
4.6 EMERGENCY AD PROCEDURES 7
4.6.1 Drafting of Emergency AD 7
4.6.2 Notification, distribution and publication of Emergency ADs 8
4.7 CHANGES TO PREVIOUSLY ISSUED AD 8
4.7.1 General 8
4.7.2 Corrected ADs 9
4.7.3 Superseding Ads 9
4.7.4 Revised Ads 10
4.7.5 DGCA Acceptance of Alternative Means of Compliances (AMOCs) 11
4.8 Reserved 11
4.9 SAFETY INFORMATION 11
5 General Instruction for Continued Airworthiness 11
6 Defect reporting 12
Annex 1 FORMAT OF AIRWORTHINESS DIRECTIVE (AD) 14

Annex 2 FLOW CHART FOR PROCEDURE TO ISSUE OF AN AD 16

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PART 4
1 GENERAL
1.1 Introduction
The objective of the Handbook of Procedure is to establish the general principles to
be followed by DGCA to perform environmental and airworthiness certification of
aeronautical products, parts and appliances, including post certification activities, in
accordance with the applicable CAR and AMC &GM. This part of handbook
establishes the necessary associated detailed procedures for Continuing Airworthiness
of Type Design.
1.2 Scope of Procedures
In accordance with the Chicago Convention of ICAO or its Annexes, DGCA shall
carry out the functions and tasks of the State of Design (SoD) , manufacture or
registry. The issuance of TCs and changes thereto, and ITSO- Authorisations are
fundamental parts of application of this principle.
According to Civil Aviation Regulations-21, DGCA shall also ensure the continuing
airworthiness functions associated with the products, parts and appliances it has
certified and issuing the applicable mandatory information, i.e. airworthiness
directives (ADs).
This procedure describes how DGCA internally handles the continuing airworthiness
functions related to the type design of aeronautical products.
The continuing airworthiness functions shall be performed in accordance with the
provisions of CAR 21.3A and CAR 21.3B for the airworthiness and environmental
certification of aircraft and related products, parts and appliances and the related
Acceptable Means of Compliance (“AMC”) and Guidance Material (“GM”).
1.3 References
CAR-21, AMC & GM
AID Aircraft Inspection Division ( Airworthiness Directorate)
AD Airworthiness Directive
ADFP Airworthiness Directive Focal Point
AMOC Alternative Means of Compliance
CRD Comment Response Document
DDAED Deputy Director, Aircraft Engineering Directorate
DG Director General

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ETSO European Technical Standard Order
JAR-OPS Joint Aviation Regulation-Operation
PCA Primary Certificating Authority (DGCA for Indian products)
PAD Proposed Airworthiness Directive
RTA Request for Technical Advice
SoD State of Design
SoR Sate of Registry
STC Supplemental Type Certificate
TC Type Certificate
SARP Standard and Recommended Practices
2. CONTINUING AIRWORTHINESS ACTIVITIES

2.1 General
After Type Certification or Certification of Changes and Repairs to an approved
type design of an aircraft, engine, propeller, part or appliance, operational experience
or any other acquaintance may show that the design does not fully comply with the
applicable Certification Basis or that the Certification Basis is not sufficient to ensure
a level of safety originally aimed for or that unsafe conditions exist on an aircraft
which are likely to exist or develop on other products of the same type design. It is,
therefore, the obligation of the TC holder to collect and review all available
information related to the safety of the type design in order to take appropriate and on
time action to correct any potential unsafe condition. Data relevant for assessing the
continuing airworthiness of an approved type design may derive from regular type
design reviews, mandatory occurrence and event reporting, accident or incident
investigations, information collected by aviation authorities or any other sources.
2.2 Occurrence Reporting
In accordance with CAR 21, in general terms, an occurrence needs to be reported if
the event has resulted, or may result in a potentially hazardous or unsafe condition.
Not all reportable events need to be investigated by DGCA. This procedure is
applicable only to reportable events linked to design, having an implication upon the
certification or maintenance aspects of aircraft, products, parts and appliances. The
reportable events are not necessarily unsafe conditions but experience has shown that
they are appropriate means for controlling the airworthiness of products.

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2.2.1 Maintenance Organisation Responsibilities

The approved maintenance organisation is responsible for reporting occurrences
found during performance of maintenance tasks to DGCA (Authority which has the
oversight responsibility for the approved maintenance organisation), the State of
Registry (SoR), the TC holder and the Operator.
2.2.2 Owner/Operator Responsibilities
The operator is responsible for reporting to the State of Operator and TC holder
regarding events occurring during operations, and when the defect may have an
impact on the continuing airworthiness of the aeroplane type.
In accordance with CAR, Section 2, faults / malfunction observed during
maintenance shall be reported to the TC holder, SoR and/or State of Operator.
2.2.3 Design Approval Holder Responsibilities
In accordance with CAR 21.3 A (a) and (b), the holder of a TC, restricted TC, STC,
ITSO authorisation, major repair design approval or any other relevant approval
deemed to have been issued under CAR 21 (referred as “certificate holder”
hereafter), shall have a system to collect and analyse the data related to reportable
occurrences. This system shall be made available to all operators of the product.
The certificate holder shall carry out an analysis of the data received, and if a
potentially hazardous or possible unsafe condition is identified, report all such
occurrences to the DAED (PCM). Such reports should be made within 72 hours of the
identification of a potentially hazardous or possible unsafe condition
If applicable the certificate holder shall carry out an investigation, according to the
criteria of CAR 21.3(c).
For products where DGCA is not the PCA, reporting shall be in accordance with the
appropriate Working Arrangement / Bilateral agreement or as stipulated by DGCA.
2.2.4 Reserved
2.2.5 DGCA ’s Responsibilities
Where DGCA is the PCA, it carries out the state’s function and task of the State of
Design (SoD), manufacture or registry. Related to design approval, the DAED takes
his decision and appropriate action based on analysis and investigations made by the
certificate holder or any other information and would define appropriate actions. The
subsequent action may range from recommendation for improvements as suggested
by the certificate holder for corrective action (inspection, maintenance action or
design change) that needs to be made mandatory by issue of an Airworthiness
Directive (AD). The criteria for issuance of an AD are defined in CAR 21.3B and
associated AMC material.
Airworthiness Directorate (AID) deals with the cases where DGCA is not a PCA.

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2.3 Recommendations from Accident Investigation Authorities

DGCA maintains a tracking system to record status of Safety Recommendations
addressed to DGCA and their closing actions in the form of a database.
The database is the means by which feedback is provided to the accident
investigation team (Air Safety Directorate of DGCA) regarding the DGCA /AED
status and closure of Safety Recommendations arising from reported accidents and
serious incidents.
2.4 Other Continuing Airworthiness Activities
The analysis of available occurrence reporting databases and any other information
coming from any person or organisation may be considered, to ensure the continuing
airworthiness of products, parts and appliances.
In addition, the DAED organises regular Airworthiness Review meetings in order to
permanently monitor the continuing airworthiness of products, parts and appliances
under his responsibility.
3 CORRECTIVE ACTIONS
Continuing Airworthiness activities as described above, may result in the need of
corrective actions for certified products, parts and appliances.
When DGCA is the PCA, as per obligations of SoD, it shall issue an AD whenever it
is necessary to correct an unsafe situation related to an aircraft design.
Moreover DGCA shall, to fulfil obligations deriving from ICAO SARPs, transmit the
information to all the Contracting States that have informed DGCA that, an Indian
certified aircraft has been entered on their registry, to allow those States to fulfill
their obligations as SoR. The information is transmitted in the English language.
As soon as DGCA-AED issues and distributes an AD, AED informs the operators ,
owners and TC holder of the affected aircraft that they have to comply with the AD.
Operators have to contact the TC/STC holder to obtain all the necessary information
to comply with the concerned AD.
4 AIRWORTHINESS DIRECTIVE PROCESS

4.1 Proposal of Corrective Actions
When DGCA has determined that an unsafe condition exists in an approved aircraft
type design, as a result of a deficiency in the aircraft, or an engine, propeller, part or
appliance installed on this aircraft, and that condition is likely to exist or develop in
other aircraft, the DAED in-charge of the affected product requests the holder of the
TC, restricted TC, STC, major repair design approval, ITSO Authorisation or any
other relevant approval, to propose appropriate corrective actions for DGCA’s

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approval. Details of these proposals are submitted to the DAED. The DAED
intimates the DDG through an internal note.
If the unsafe condition is related to a part or appliance installed (or eligible to be
installed) on an aircraft, then a proposed corrective action is sent, by the certificate
holder of the product, part or appliances affected, to the DAED. The DAED
intimates the DDG through an internal note.
4.2 Drafting of Proposed Airworthiness Directives (PAD)
The DAED with other AED officers reviews the proposed corrective action submitted
by the Certificate holder and then drafts a PAD using DGCA- AD Form (see Annex
I). If deemed necessary by the DAED, further co-ordination with the Certificate
holder, may take place.
In case of disagreement between the DAED and the Certificate holder, the DAED
refers the issue to the DDG for final decision. The DDG may decide to consult the
experts and seek their advice.
Based on the opinion of experts, the DDG may advice DAED to amend the PAD, if
deemed necessary. In the absence of any proposal from the TC/STC holder or if the
TC/STC holder is not willing to sufficiently cooperate, the DAED drafts his own
PAD.
The final version of the PAD is sent to the DDG for concurrence. After DDG’s
consent the PAD is sent to Airworthiness Directive Focal Point (ADFP) for further
processing and consultation. In normal circumstances, DDAED / any officer is
given the responsibilities of ADFP.
4.3 PAD Consultation Process
Once the ADFP receives a PAD, he assigns a number to the PAD and review its
format and incorporate comments given by DDG. The ADFP then publishes the final
PAD for consultation on DGCA website.
The comment period , in principle, is one month. If deemed necessary, DAED may
decide to modify this period depending on the type of PAD. Comments are sent to the
ADFP. Address and contact information are published on DGCA website. The
ADFP receives all comments. After collecting responses / comments, ADFP drafts
Comment Response Document. The CRD is then submitted to the DAED for his
comment. The DAED with his team reviews the comments received and give
appropriate responses. The experts may be consulted where appropriate. The DAED
intimates the DDG and the ADFP when consultation with the panel of experts has
been sought. DAED then instructs the ADFP to do the necessary amendment to the
PAD.
The ADFP amends the PAD as required, in co-ordination with the Certificate
holder. The whole phase of the consultation process does not last more than two
months.

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4.4 Approval of the PAD

The ADFP drafts the final PAD and sends it to the DAED for final review and
approval. DAED then consults Airworthiness Directorate for their observation and
comments. After incorporating necessary amendments, DAED submits the PAD to
DDG for approval. DDG refers the finalized AD to AD cell to examine.
The DDG reviews the comment of AD cell and submits the final PAD to JDG for
approval. With signature of the DDG /JDG, the PAD becomes an DGCA approved
AD.
4.5 Notification, Distribution and Publication of the AD

4.5.1 Notification
The ADFP allocates a AD number and sends the approved AD to the TC / STC
holder or the holder of ITSO Authorisation and operator, by e-mail and also by
regular mail.
4.5.2 Distribution
In addition to above intimation to the TC/STC holder/operator, the ADFP sends the
information on approved ADs (aircraft, engines, propellers, parts and appliances
installed on aircraft) by e mail and regular mail to following organisations:
Where DGCA is the PCA, in accordance with 4.3.2, Chapter 4 of Part II of Annex 8
to the Chicago Convention, the information on the AD shall be sent to:
(a) Any SoR who, in accordance with chapter 4.3.1 of Part II of ICAO Annex 8, has
advised the SoD that it has entered the aircraft on its register; and
(b) Any other Contracting State on request;
Where DGCA is not the PCA, information on AD, shall be sent to:
the SoD in accordance with chapter 4.3.4 of Part II of Annex 8 to the Chicago
Convention.
If there is any other suitable means of advising, which is more convenient and
effective than the email system, DGCA may decide to use it. The email system is
used a normal practise to deliver the information quickly.
4.5.3 Publication
ADFP uploads the approved AD in DGCA website. He takes the help of any other
officer, if deemed necessary.
4.6 Emergency AD Procedures

4.6.1 Drafting of Emergency AD
In case of situations in which emergency action by DGCA is required, the DAED
(PCM) reviews the proposed corrective action submitted by the Certificate holder.
The DAED assesses, if an Emergency AD is appropriate. The DAED then drafts the

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Emergency PAD in co-ordination with the Certificate holder, if available. As the

Emergency PAD requires immediate notification and publication, the DAED sends
the Emergency PAD to the ADFP as soon as possible, in conjunction with the referred
assessment, for immediate processing, approval and publication on the DGCA
website. DAED takes consent of DDG/JDG.
DGCA may decide not to implement the consultation process. A justification
explaining why the consultation process is not followed and the reasons for issuing an
Emergency AD is provided in the text of the Emergency PAD, under the item (13)
“Reason” (see Annex I).
4.6.2 Notification, distribution and publication of Emergency ADs
After approval by the DDG / JDG, in accordance with chapter 4.4, the DAED
advices immediately for issuance of an Emergency AD.
Intimation, distribution and publication of Emergency ADs follow the provisions
under 4.5.
The effective date of the Emergency AD is the date of approval unless otherwise
specified in the AD itself.
4.7 Changes to previously issued AD

4.7.1 General
If changes to previously issued ADs are deemed necessary, these changes are issued
as corrections or revisions to the original AD depending on the nature of the material
being changed. In addition, ADs may be superseded by new ADs depending on the
nature of the material being changed. The Table I at the end of this section is used to
determine what type of change is being carried out. When using the table or the
information contained in this section, there are three considerations to keep in mind:
(a) The first consideration is whether the material is changed because of a technical
error; e.g., the published material was wrong and the change is classified as a
correction. If the material was correct as published, but needs correction now, then
this is classified as a revision or supersedure.
(b) The second consideration is whether the information is substantive or non
substantive; that is, whether it affects the substance of the AD or not.
(c) The final consideration is the effect the change will have on the AD system and on
the owners/operators who would be affected by the AD.
Issuance of corrected, revised or superseded ADs for aircraft, engines, propellers or
parts and appliances installed on aircraft is advised by the ADFP, following the
provisions of Chapter 4.5 above.

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4.7.2 Corrected AD
The simplest form of an AD change is a corrected AD of non substantive material,
i.e., the change has no effect on compliance with the AD. An AD may require
correction of a non substantive DGCA error or a printing error in the DGCA web.
If a non substantive error is found in an AD before it is placed on the DGCA web, it
may be called for correction. The DAED reviews the supposed error in the AD in
coordination with other officers, if necessary. Then, the ADFP corrects the AD and
submit it to the DAED for approval and publication.
If a non substantive error is found after the document is uploaded on DGCA website
for public consultation, but before it has been finally adopted and published, the
DAED cancels the publication. The document is removed from public display and
returned to the DAED. Then, the ADFP corrects the AD and submit it to the DAED
for approval and publication.
Anyone who thinks that there is a substantive/ non-substantive error in an AD
contacts the DAED and forwards his/ her observation.
4.7.3 Superseding AD
With a few notable exceptions, a substantive change to an AD, is issued as a
superseded AD. Substantive changes, including corrections, are those made to any
instruction or reference that affects the substance of the AD.
Substantive changes may include part numbers, service bulletin and manual
references, compliance time, expanded applicability, methods of compliance,
corrective action, inspection requirements, and effective dates.
In general, whenever there is an additional (or different) requirement imposed or an
expanded scope of required inspection, the change should be issued as a superseded
AD. Substantive changes to an AD is assessed by the DAED in coordination with the
Certificate holder.
If an error occurs in an AD, then the DAED assesses in coordination with the
TC/STC holder, if it is possible to comply with the AD as published. If it is not , he
informs the ADFP and a superseding PAD is submitted to DDG for approval.
Additionally, the DDG assesses if the superseding PAD should be an Emergency
AD or not .
After approval of DDG, the DAED sends the Emergency PAD/ superseding PAD
immediately to the ADFP for distribution and publication. The reason paragraph
should include a discussion of each change, how each change affects compliance, and
the fact that all other parts of the AD remain as originally published.
A superseding AD gets a new AD number; the previous AD is deleted from the
DGCA web site. The ADFP archives superseded ADs.

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4.7.4 Revised AD
The DAED assesses in coordination with the TC/STC holder, if a revised AD
should be issued and then forwards the proposed revised AD, which has been
submitted to him by ADFP, to the DDG for approval.
In the following cases, a revised AD is considered appropriate:
(a) in order to issue necessary changes to material that is non-substantive in nature.
Examples to this include a change in the address, where a service bulletin is available
or a change in the name of the contact person.
(b) if the change is due to addition of an optional terminating action.
(c) for reduced applicability.
(d) to correct substantive errors that causes compliance to be impossible.
The DAED submits the proposed revised AD to the DDG for approval. The reason
paragraph includes a discussion of each change, how each change affects compliance,
and the fact that all other parts of the AD remain as originally published.
The heading would be "AD correction" in the ACTION line (item (10) in Annex I).
A revised AD retains its AD number with the addition of the revision number
When AD revisions are for changes of material that are non-substantive in nature,
public consultation is not required. If the DDG agrees with the proposed revised AD,
he approves it and forward it to the DAED for numbering and publication on the
DGCA web.
The full text of a revised AD is published on the DGCA website and redistributed.
TABLE I
Type of Change Revision Supersedure Correction
Non-substantive correction X
Additional Requirement X
Expanded applicability X
Reduced compliance time X
Additional inspection(s) X
Mandatory terminating action X
Reduced applicability X

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Extended compliance time X
Optional inspection method X
Optional terminating action X
Substantive correction X
- impossible
Substantive correction X
- possible
4.7.5 Alternate Methods of Compliance ( AMOC) for AD

If requested and appropriately substantiated, DAED may accept an alternate methods
of compliance for an AD.
4.8 Reserved
4.9 Reserved
5.0 General Instruction for Continued Airworthiness

In accordance with CAR 21.61, the holder of the Type Certificate of a product, shall
furnish at least one set of complete Instructions for Continued Airworthiness
comprising descriptive data and accomplishment instructions prepared in accordance
with the applicable requirements (FAR-23, FAR-25, FAR-27, FAR-29, etc, as
applicable), to each known owner of one or more aircraft or aircraft incorporating the
product, upon its delivery or upon issue of the first Certificate of Airworthiness for the
affected aircraft, whichever occurs later and thereafter make those instructions
available on request to any other person required by another CAR to comply with any
of the terms of those Instructions. In addition, changes to the Instructions for
Continued Airworthiness shall be made available to all known operators of the
product and shall be made available on request to any person required by another
CAR to comply with any of those Instructions.
These Instructions for Continued Airworthiness shall include a continuing structural
integrity program to ensure the airworthiness of the aeroplane. The program shall
include specific information concerning the corrosion prevention and control.
Guidance on the development and implementation on Corrosion Prevention and
Control Program (CPCP) can be taken from FAA’s AC No. 120-CPCP.
In accordance with para 4.3.2 of Part II of ICAO Annex 8, the State of Design (i.e.
India in this case) of an aircraft shall transmit any generally applicable information
which it has found necessary for the continuing airworthiness of the aircraft and for
the safe operation of the aircraft as follows:

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a) to every Contracting State which has, in accordance with para 4.3.1 of Part
II of ICAO, Annex 8, advised the State of Design that it has entered the
aircraft on its register;
b) at the time of issue of export C of A, the importing country, in which the
aircraft is to be registered, must intimate the DGCA, in accordance with
para 4.3.1 of Part II of ICAO, Annex 8, that it will intimate the State of
Design ( India in this case) that it has entered the aircraft on its register;
and
c) to any other Contracting State upon request.
In order to accomplish this, the Type Certificate holder shall develop a system for
transmission of the information for the Continuing Airworthiness of the aircraft and
shall incorporate the procedures for the same in the chapter on Continuing
Airworthiness of aircraft of its Design Organisation Manual (DOM).
In accordance with para 4.3.6 of Part II of ICAO Annex 8, the State of Design (i.e.
India in this case) shall ensure that in respect of aeroplanes over 5 700 kg and
helicopters over 3 180 kg maximum certificated take-off mass, there exists a system
for receiving information submitted in accordance with para 4.3.5 of Part II of ICAO
Annex 8 by the State of Registry that shall ensure, there exists a system whereby
information on faults, malfunctions, defects and other occurrences that cause or might
cause adverse effects on the continuing airworthiness of the aircraft is transmitted to
the organization responsible for the Type Design of that aircraft.
In order to accomplish this, the Type Certificate holder shall establish a system for
receiving information on faults, malfunctions, defects and other occurrences that
cause or might cause adverse effects on the continuing airworthiness of the aircraft
and shall incorporate the procedure in the chapter on Continuing Airworthiness of its
DOM. The procedures would also include deciding if and when airworthiness action
is needed, developing the necessary actions and promulgating the information on
these actions including that requested in para 4.3.2 of Part II of ICAO Annex 8. The
TC holder will have a procedure to ensure parallel reporting system of any fault,
malfunction, defect and other occurrences for aeronautical products designed in India
to both R&D and Airworthiness Directorate.
In the DOM the Type Certificate holder should indicate the persons responsible for
receiving the information on malfunctions, defects, etc, for analysis and decision
making, for approval of DGCA, issue of Service Bulletins, etc, and intimation of the
same to the operators / State of Registry. The AED and the Airworthiness
Directorate of DGCA are involved in approval of instruction for continued
airworthiness.
6.0 Defect reporting :

After receipt of reports from the primary source of information, design organization
will normally perform some kind of analysis to determine whether an occurrence has

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resulted or may result in an unsafe condition and report to DGCA should be made.
The format of defect reporting by Design Organisation to DGCA is as placed below:
FORMAT OF DEFECT REPORT
1. NAME OF THE DESIGN ORGANISATION:

2. TYPE OF AIRCRAFT :
3. MANUFACTURER’S SERIAL NUMBER (MSN):
4. A/C REGN : VT-
5. DATE OF OCCURRENCE:
6. PLACE OF OCCURRENCE:
7. DETAIL OF DEFECT AND CIRCUMSTANCES UNDER WHICH IT
WAS DETECTED/ OCCURRED:
8. AFFECTED PART(S):
9. CAUSE OF THE DEFECT/ FAILURE/ MALFUNCTION:
10. RECTIFICATION ACTION TAKEN BY DESIGN ORGANISATION:
11. STATUS OF INVESTIGATION : OPEN/ CLOSE
(Strike out whichever is not applicable)
SIGNATURE
NAME
DESIGNATION
DATE:

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Annex I: DGCA AD FORMAT

OPP: TO SAFDARJYNG AIRPORT
NEW DELHI-110003
(PROPOSED / (1) AD No : YYYY-XXXX - (E)

EMERGENCY)
(PAD No : YY-XXX)
AIRWORTHINESS (2) Issued/Date: dd. mm. yyyy

DIRECTIVE
(3) No person may operate an aircraft to which an Airworthiness Directive applies,
except in accordance with the requirements of that Airworthiness Directive unless
otherwise agreed with the Authority of the State of Registry.
(4) Type Approval Holder (5) Type/Model designation(s)

(6) TC / STC (Data Sheet) or ITSO Number(s)
(7) Foreign AD Number
(8) Supersedure
(9-a)ATA Chapter 9-b) Name of the affected (9-c) Required action

name part/ system
(10) Action
(11) Manufacturer(s):
(12) Applicability:
(13) Reason:
(14) Effective Date:
(15) Compliance:
(16) Ref. Publications:
(17) Remarks: 1. If requested and appropriately substantiated , the responsible

DAED for the related product has the authority to accept
Alternative Methods of Compliance (AMOCs) for this AD.
2. This AD was circulated as PAD YY-XXX for consultation on

dd MMMM YYYY with a comment period until dd MMMM
YYYY. The Comment Response Document can be found at
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PART 4
http://www.dgca.nic.in
3. Enquiries regarding this AD should be addressed to

DDG, AED, Office of DGCA, Opp : S.J.Airport, New Delhi-
110003
AD -Focal Points:
a ) DDAED/ DAED ( Bangalore), AED, DGCA,

RWR&DC,HAL, Post; Vimanpura, Bangalore-560017 ; and
b) DAED, O/O DGCA, Opp Safdarjung Airport, New Delhi-

110003
4. For any questions concerning the technical content of the

requirements in this AD/ SB , please contact the manufacture.

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Annex 2 : FLOW CHART FOR PROCEDURE TO ISSUE OF AN AD
Occurrence Reporting
TC STC OPR MEDIA
NO
Is it unsafe condition No action
(DGCA PCM)
Yes
DGCA requests corrective action from certificate holder under CAR 21.3A (d)
DGCA‐PCM: D(AED)
Upon receipt of corrective action DGCA‐PCM D (AED) initiates a PAD
DGCA‐PCM: D(AED)
DDG reviews the PAD, gives his comments/consents and sends back to ADFP (HQ/Regional office)
DDG‐AED
ADFP provides copy of the PAD to TC holder/operator for their comments.
ADFP
Comments received are reviewed by ADFP and PCM (DAED). CRD is prepared
ADFP
PCM revises the AD and finalises with the help of type certificate holder
D(AED)
The finalized PAD is recommended by DGCA‐PCM to DDG for approval with AD No.
D(AED)
Approved PAD is sent to AD cell of DGCA with recommendation for issue
DDG‐AED
AD cell provides the finalized AD to DDG (AED) for review and approval
AD cell
After DDG(AED)’s approval the same shall be provided to the TC holder operator and AA
ADFP/AD cell
AD is published in DGCA website
ADFP/AD cell

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NEW DELHI-110003
PART 5
Design Organisation Approval Procedure(DOAP)

Revision 4, Amd. 1

Design Organisation Approval Procedure AED-HDBK
PART 5

CONTENT
Subject Page
1 GENERAL 2
1.1 Introduction 2
1.2 Scope of the Procedure 2
1.3 Abbreviations / terminology 2
1.4 References 3

2.1 Acceptance of Application 3
2.2 Allocation of technical investigations tasks 4
3 DETERMINATION OF THE DOA TEAM 4
4 CERTIFICATION PROCEDURE 6
4.1 Investigation for Initial Organisation Approval 6
4.1.1 Initiation (phase 1) 6
4.1.2 Preparatory phase (phase 2) 6
4.1.3 Presentation to the applicant of the investigation program (phase 3) 7
4.1.4 Investigation activities (phase 4) 7
4.1.5 Conclusion phase (phase 5) 8
4.2 Issuing the Organisation Approval Certificate 8
4.3 Changes to scope of approval 8
4.4 Continued Surveillance 9
5.1 Reporting System 10
5.4 Involvement of the Legal Service 11
5.5 Limitation, Suspension and Revocation 11
5.6 Communication and Publication 11
6 Renewal of Design Organisation Approval 12
7 Plan of Design Organisation Surveillance 12
Annexure I 13

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PART 5

1 GENERAL
1.1 Introduction
Rule 133B of the Aircraft Rules, 1937 stipulates that organisations engaged in design
and manufacture of aircraft, aircraft components and items of equipment including
materials, forgings, castings and standard parts shall be approved by the Director
General of Civil Aviation. DGCA may, on request and after being satisfied, approve
an organisation to operate under the system of approval. For operating under an
approved system, the organisation or person shall comply with such requirements as
may be specified by the DGCA. The requirements for approval of design
organisation are laid down in CAR-21.
DGCA accepts an application for a Type Certificate submitted by a person holding an
appropriate DOA under subpart JA of CAR 21 or having had the application for
DOA under requirement CAR 21. A233.
1.2 Scope of the Procedure
This procedure describes how DGCA internally handles the approval of design
organisations. This approval is performed in accordance with the provisions CAR 21
Subpart JA/JB which lays down procedures for the airworthiness and environmental
certification of aircraft and related products, parts and appliances, as well as for the
certification of design and production organisations.
This approval is also performed in accordance with the related Acceptable Means of
Compliance (“AMC”) and Guidance Material (“GM”).
This procedure also describes how DGCA handles the continuation, change,
limitation, suspension or revocation of the approvals of the aforementioned
organisations according to CAR 21.
1.3 Abbreviations / terminology
DOAT Design Organisation Approval Team
DOA Manager Design Organisation Approval Manager (DGCA officer)
DOM Design Organisation Manual
DDG Deputy Director General in-charge of AED ( for this
document only)
DG Director General
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OCP Organisations Certification Procedure
TL Team Leader (Investigation)
1.4 References
a) Aircraft Rules, 1937.
b) Civil Aviation Requirements (CAR)-21
c) Acceptable Means of Compliance (AMC) and Guidance Material (GM) to
CAR- 21.
2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION

TASKS
Applications for an DGCA Design Organisation Approval is sent to the DAED and
made in accordance with CAR-21.233. Details about format, address can be found in
CAR 21 up loaded on DGCA website. The fees applicable as mentioned in CAR 21,
is paid to DGCA after receipt of preliminary acceptance letter from AED.
The DAED acknowledges receipt of applications with-in fifteen working days
following the date of receipt by DGCA.
The DAED checks the applications. In case of incorrect or incomplete information,
the DAED intimates the applicant as soon as possible by a letter mentioning the
omissions and errors. For any technical issue, the DAED consults the DDG.
The DAED, together with his team, makes a first check on eligibility according to
CAR-21 and determines how to proceed with the application. The DAED intimates
the applicable requirements and any other information deemed necessary, to the
applicant within the month following receipt of the correct application.
In case of refusal of an application, the DAED intimates his decision in writing to the
applicant together with the reasons thereto. The DAED takes necessary approval
from the DDG before issuing the preliminary acceptance of the proposal.
When the eligibility has been fully assessed, the DAED informs the applicant, under
intimation to the DDG, on the following:
(a) Whether its application is accepted or not. If not the reason there to:
(b) Project / File number (for example XX- XX / year- AED)
(c) Fees associated with the application
(d) Preliminary acceptance of the proposal
After receipt of fees, the DAED updates the DGCA approvals database with all the
relevant information and the design organisation approval process starts.

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After eligibility has been fully assessed and for grant of principle acceptance, the
DAED takes approval of the DDG.
For technical investigation, the DAED establishes an DGCA DOA-team which may
consist of Deputy Director, Senior Scientific Officers, Scientific Officers and Junior
Scientific Officers from AED.
Normally, the DAED is allocated the responsibilities of DOA Manager who leads
a team of specialist.
3 DETERMINATION OF THE DOA TEAM

A DOA Team ( DOAT) is established for the investigation to be performed. The
team consists of a team leader and team members. Where the extent of the
investigation does not justify the need for a team, one person may perform the
investigation.
The DAED nominates a DOA Team Leader in consulation with DDG. In selecting
the DOA Team Leader, the following personal attributes are considered:
(a) technical experience
(b) knowledge of:
- certification and certification procedures for aircraft and related products and
parts
- methods for the approval of organisations
- audit practice
(c) capability:
- to lead a team
- to prepare reports
- to be diplomatic
After nomination, the DOA Team Leader initiates the procedure for determination of
the DOAT. The Team consists of:
(a) persons having:
- general knowledge of CAR 21
- knowledge of CAR 21 Subpart JA/JB and corresponding AMC and GM
and their application
- an appropriate aviation knowledge;
(b) persons able to verify that the applicant works in accordance with the handbook/
DOM , and able to check the effectiveness of the procedures by audits;
(c) persons able to verify the competence of the applicant personnel; and
(d) officers equal or above the rank of a Scientific Officer.

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The DOAT Leader agrees with the DAED the size of the DOAT and the
specializations to be covered, taking into account the scope of work and the
characteristics of the applicant.
The DAED nominates and then communicates the composition of DOAT to the
applicant justifying the need of a technical investigation.
A DOAT is maintained as long as the DOA remains valid. The duties of the DOAT
Leader are as follows:
(a) to initiate the procedure for determination of DOAT;
(b) to determine the size of DOAT and the specialisations to be covered, for initial
and renewal of approval and subsequent continued surveillance, and to modify the
composition of the DOAT as necessary;
(c) to advice DAED for suitable DOAT members;
(d) to advise DAED to form the DOAT;
(e) when deemed necessary, to select suitable advisers for specialized area under
approval of the DAED;
(f) to organize the work of DOAT such as planning, areas to be covered, work
sharing between the members etc;
(g) to intimate the applicant regarding the process which will be applicable;
(h) to process alternatives to AMC or GM to Part 21, Subpart JA/JB, taking approval
of the DAED ;
(i) to provide coordination within DOAT, to control the efficient operation of the
DOAT and to impose a consistent approach;
(j) to report to the DAED, as described in paragraph 4.1, and any problems
encountered during the investigation;
(k) to ensure liaison with other DGCA officers engaged in product certification
activities with the applicant;
(l) to ensure that adequate records are kept; and
(m)to report the findings to the DAED, with proposed terms of approval and
limitations as appropriate.
The duties of team members associated with DOA are:
(a) to perform the work assigned by the DOAT Leader;
(b) to transfer experience of relevant problem areas with persons involved in approval
processes of design data (Type Certification, STC, approval of design changes or
repair design).

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4 CERTIFICATION PROCEDURE
When the investigations are allocated to a DOAT, the team follows the
procedures described below.
4.1 Investigation for Initial Organisation Approval

The DOAT satisfies itself that the compliance has been shown with CAR 21,
Subpart JA/JB and other subparts relevant to the scope of work applied for.
In performing it’s role, the DOAT takes into account the experience/expertise
available from other DGCA officers.
4.1.1 Initiation (phase 1)

The DOAT Leader initiates the investigation process by organising a first meeting
with the applicant for:
(a) a general presentation of the applicant
(b) a description, by the DOAT, of the investigation process, as detailed in 4.1.2 to
4.1.5 hereafter.
The DOAT Leader sends the minutes of this first meeting to the DAED for
information and suggestion. The DAED intimates the DDG about the activity of
this phase through an internal note.
4.1.2 Preparatory phase (phase 2)

At the beginning of the process, the DOAT :
(a) studies the design organisation handbook / DOM and associated data, taking into
account that the DOAT members have the knowledge about the applicant and in-
service experience data of the applicant's other products.
(b) establishes the investigation program with:
• short description of the Design Organisation (location of facilities, scope of
work, flowcharts) ;
• identification of the key features of the Design Organisation (design work
sharing, compliance verification, airworthiness organisation, system
monitoring);
• tasks to be performed by the DOAT; and
• detailed planning of the assessment / audit (dates, subjects, location).
This preparatory phase is an internal DOAT working phase made up of individual
DOAT member studies and preparation, and complete DOAT working sessions
managed and organised by the DOAT Leader.

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At the end of phase 2, the DOAT Leader submits an internal note to DAED for
approval. DAED intimate the DDG about the activity of this phase through an
internal note.
4.1.3 Presentation to the applicant of the investigation program (phase 3)
The DOAT intimates the DGCA approved investigation program and consolidated
time schedule of the DOA process to the applicant.
4.1.4 Investigation activities (phase 4)
During this phase, the complete system is reviewed, first to check exhaustively that
the design organisation of the applicant complies with the CAR 21 Subpart JA/ JB
and other subparts relevant for the scope of work applied for, secondly to check, as
practicable on a sample basis that, the applicant is actually working in accordance
with the system described in DOM.
For each subject defined in the investigation program, the following process follows:
(a) preparation of a questionnaire by the DOAT, with clear references to CAR 21
and DOM ;
(b) sending the questionnaire by the DOAT Leader to the applicant;
(c) review of the questionnaire with the applicant during a meeting;
(d) a comprehensive audit of all departments of the design organisation;
(e) follow-up of questions raised until a satisfactory answer is obtained by the
DOAT;
(f) follow-up of open actions up to their closures; and
(g) performing audits on a sample selected by the DOAT, if deemed necessary.
During phase 4, when the key features of the Design Organisation have been assessed,
the DOAT Leader submits a status report through an internal note to the DAED for
approval. The DOAT then completes the investigation of the remaining points. The
findings are reported through a non-conformance form (see Annexure I).
Whenever new items are identified, the investigation program is amended to include
them.
The DOAT takes into account the information from other DGCA officer engaged in
product certification activities with the applicant.
When all subjects have been processed as defined above, and the audits completed to
the satisfaction of the DOAT, then the phase 4 is deemed to be completed. However,
as the advise by the DOAT based audit findings may take time for implementation,
these action may remain open at the end of this phase, subject to a corrective action
programme agreed by the DOAT. The finding are recorded in a non-conformance
form.

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4.1.5 Conclusion phase (phase 5)

The DOATL prepares a final report through an internal note and submits to the
DAED for review and necessary action.
The DOAT Leader provide the applicant with the conclusions of the investigation
after taking consent from the DAED.
4.2 Issuing the Organisation Approval Certificate
After submission of the final internal report by DOAT leader, the DAED prepares an
internal note with his observation and recommendation and submits to DDG for
approval. The DDG informs the Joint DG / Director General (DG) by an internal
note about the successful closure of the technical investigation process for DOA.
After DG /JDG’s approval, DAED prepares a DOA Certificate to be signed by the
JDG or DDG., and ensures that all necessary steps for the closure are performed.
The DAED takes necessary steps to:
(a) send the DOA Certificate and associated terms of approval to the applicant with
copy to regional office and any other organisation , if felt relevant; and
(b) enter the information in the database of design organisation approvals.
4.3 Changes to scope of approval
For changes to the design assurance system that are significant according to CAR 21.
A / B 247 and changes to the scope of approval, the application for approval of such
changes is sent directly to the DAED who assigns the work to the Team Leader in-
charge of the organization.
The DOAT Leader conducts investigations as necessary to verify continued
compliance with the relevant requirements of Part 21, and produce a final report
through an internal note including the draft updated scope of approval.
Following submission of final report form DOATL, the DAED submits an internal
note with his observation to the DDG for approval of draft updated scope of
approval and a new DOA Certificate, if deemed necessary.
The DDG informs the Director General (DG) / JDG through an internal note about
the extension of scope of approval and the technical investigation process for
extension. After DG /JDG’s approval, the DAED prepares a DOA Certificate with
updated scope of approval to be signed by the JDG or DDG., and ensure that all
necessary steps for the closure are performed.

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The DAED :
(a) sends the DOA Certificate and/or associated terms of approval to the applicant;
(b) updates as necessary the database of approvals.
Changes that are not significant according to CAR 21.247 do not require a new
application. These are evaluated during the continued surveillance. However, the
non-significant changes are granted acceptance by regional office under intimation
to headquarter.
4.4 Continued Surveillance

Surveillance of all Design Organisations will be carried out as per the Surveillance
Procedure Manual. (available on DGCA website)
For each DOA, the DOAT Leader:
(a) produces each year a programme defining the surveillance activities of the coming
year. The first programme is included in the final report documenting the initial
assessment performed for issue of the DOA. The programme for the next year [Y
+1] is included in the annual surveillance report of year [Y]. Programmes are also
established to provide the detail record of last three years of audit and compliance of
the organisations with respect to applicable requirements of CAR 21;
(b) takes due consideration of information coming from approval processes of design
data (Type Certification, STC, approval of design changes or repair design), and
continued airworthiness activities;
(c) takes due consideration of the DOA holder’s internal surveillance activities;
(d) carefully follows-up the corrective actions coming from previous assessment or
surveillance activities; and
(e) produces an annual surveillance report.
The DOAT Leader systematically plans an annual meeting dedicated to the review of
the internal system monitoring of the DOA holder, in order to:
(a) review the system monitoring activities and results of the past three years;
(b) assess the programme established by the DOA holder for the coming year, taking
in to account of the experience gained by the DOA Teams during Type Certification,
approval of major changes or repairs, or continued airworthiness activities;
(c) record which CAR 21 requirements have been evaluated for continued
compliance; and
(d) decide which surveillance actions will be performed directly by the DOAT.

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PART 5

The other planned surveillance activities are either :

(a) formal reviews to discuss specific points and to follow identified actions;
Or
(b) specific analysis, based upon anomalies seen through the day-to-day working
experience with DGCA, in order to seek potential reasons for deficiencies against the
agreed procedures;
Or
(c) audit, to verify compliance with applicable requirements.
The DOAT Leader is responsible for management of the DOA surveillance activities
for the organisations under her/his control.
The involvement of the DAED (Project Certification Managers), certification
specialists in DOA surveillance is always decided by the DDG, either by regular and
scheduled reviews (annual programme) or by specific investigations. Such
involvements are required, to check ,on a sample basis, the adequacy of the work,
performed by the DOA holder under DOA privileges.
When the DOAT Leader finds objective evidence of non-compliance of holder of the
design organisation approval with the applicable requirements of CAR 21, this
finding shall be classified in accordance with CAR 21.A /B 258(a).
Level one and two findings must be addressed as per the time period specified in
Enforcement Circular No. 1 of 2009 dated 1st September 2009.
The DOAT Leader identifies any level three finding as defined in 21.A258(b) in
respect of the holder of the design organisation approval, in the audit report and
intimates the DOA under intimation to the DAED.
The DOAT leader submits the annual surveillance report to the DAED. The DAED
submits the final report with his observation to DDG for approval.
5.1 Reporting System
CAR-21 stipulates the Design Organisation Approval holder’s responsibilities
regarding reporting to DGCA. DGCA processes the reports in accordance with the
internal procedure. The form and manner for such reports need to be made following
the approved procedure as contained in the Design Organisation Handbook / DOM of
the DOA holder.
5.2 Reserved
Effective from:22‐9‐2010 10 AED‐HDBK

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PART 5

The DOAT is the primary decision maker in the process under the supervision of the
DAED. The DOAT has the ability to take the first decisions to the largest possible
extent. If the DOA holder/applicant does not agree with the DOA Team’s decision,
the DAED will try to find a mutually acceptable solution. If an agreement still
cannot be reached, the matter will be brought to the DDG to take a decision thereto.
If further deliberation is necessary then the final decision will be made by the DG.
The applicant is informed about the final decision.
5.4 Reserved
5.5 Limitation, Suspension and Revocation

A Design Organisation Approval shall be limited, suspended or revoked by the
DGCA if the certificate becomes invalid under the conditions specified in CAR-21, or
failure to comply with the DGCA’s fees and/or any Regulation.
In case of a level one or level two finding, the DDG shall partly or fully limit, suspend
or revoke a design organisation approval as follows:
(a) In case of a level one finding, the DDG shall immediately limit or suspend the
design organisation approval. If the holder of the design organisation approval fails to
comply with 21. A258(c)(1), the design organisation approval shall be revoked.
(b) In case of a level two finding, the DDG shall decide on any restriction to the scope
of approval by temporary suspension of the design organisation approval or parts
thereof. If the holder of a design organisation approval fails to comply with CAR
21.258(c)(2), the design organization approval shall be revoked.
The DDG on behalf of the DG shall notify the holder of a Design Organisation
Approval in writing about this suspension or revocation including the reasons thereof.
5.6 Communication and Publication

Significant decisions affecting the result of the certification procedure is
communicated by DGCA to the applicant in writing.
DGCA decisions related to the issuing, modification, limitation, suspension or
revocation of certificates are recorded and kept safely. The DAED makes provision
for record keeping.

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All documents and information related to the design organisation approval which originates
from the DOA holder/applicant and received by DGCA are retained and are subject to
protection from disclosure. If the applicant chooses to submit data required to support
application in electronic format, then also these data are protected and kept safely.
6.0 Renewal of Design Organisation Approval (DOA)

Renewal of Design Organisation (DO) is granted after carrying out a year-end audit in the
month of December ensuring that the Design Organisation has performed the work within
the ‘scope of approval’ which was granted to it and also after ensuring that the DO has not
violated any rules/ regulations and has maintained/ submitted all documentation that were
necessary.
7.0. Plan of Design Organisation Surveillance

DGCA (AED) officers carry out one surveillance per calendar year of all the Design
Organisations (DO) approved under CAR 21, Subpart JB, and two surveillance per calendar
year of those Design Organisations approved under CAR 21, Subpart JA as per the procedure
given in Surveillance Procedure Manual. The Director (AED) draws up an surveillance plan
for the current year in January. The surveillance of the DOs are carried out in a staggered
manner to ensure that in the same month the same team of officers do not carry out
surveillance of two organisations. The surveillance is carried out as per the ‘surveillance
check-list’ customised to the category of approval of the DO (i,e, CAR 21 JA/JB).
Deficiencies identified during surveillance/ inspections are tracked manually. The checklists
for surveillance includes item for ensuring that the earlier identified deficiencies have been
rectified. The format of non-conformance form is given in ANNEXURE -1 of this part.

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PART 5

NON- CONFORMANCE FORM Annexure-I
Company audited: Date:
Area audited:
NCF ref: Category level: 1 / 2 / 3
Auditee: Auditor:
Findings:
o Evidence:
o Attribution:
o Explanation:
Signature of Auditor: Date:
Proposed corrective action:
Signature of Auditee: Date:
Review of corrective action:
Signature of Auditor: Date:
Remarks of DAED
Signature: Date:

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NEW DELHI-110003
PART 6
Alternative Procedures to Design Organisation Approval

(ADOAP)
Revision 4, Amd. 1

Alternative Procedures to Design Organisation Approval AED-HDBK
PART 6

CONTENT
Subject Page
1 GENERAL 2
1.1 Introduction 2
1.2 Scope of the Procedure 2
1.3 Abbreviations / Terminology 2
1.4 References 3
2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION

TASKS 3
3 DETERMINATION OF THE ALTERNATIVE PROCEDURES TO

DOA APPROVAL TEAM 3
4 CERTIFICATION PROCEDURE 3
5.1 Reporting System 4
5.4 Reserved 5
5.5 Limitation, Suspension and Revocation 5
5.6 Communication and Publication 5
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1

PART 6

1 GENERAL
1.1 Introduction
Rule 133B of the Aircraft Rules, 1937 stipulates that organisations engaged in design and
manufacture of aircraft, aircraft components and items of equipment including materials,
forgings, castings and standard parts, shall be approved by the Director General of Civil
Aviation. DGCA may, on request and being satisfied, approve an organisation to operate
under the system of approval. For operating under an approved system, the organisation or
person shall comply with such requirements as may be specified by the DGCA. The
requirements for alternative design organization approval are laid down in CAR-21.
The objective of this part of handbook is to establish the general principles to be followed by
DGCA to issue organisation approvals in accordance with the applicable CAR-21 and
associated AMC and GM.
1.2 Scope of the Procedure

This procedure describes how DGCA internally handles the investigation of applicant’s
alternative procedures in the absence of a design organisation approval.
This investigation is performed in accordance with the provisions of CAR 21 issued by
DGCA for the airworthiness and environmental certification of aircraft and related products,
parts and appliances, as well as for the certification of design and production organisations.
The investigation is also be performed in accordance with the related Acceptable Means of
Compliance (“AMC”) and Guidance Material (“GM”).

DOAT Design Organisation Approval Team
DOA Manager Design Organisation Approval Manager (DGCA officer)
DAED Director, Aircraft Engineering Dircetorate
DG Director General
OCP Organisations Certification Procedure
TL Investigation Team Leader
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1.4 References
a) The Aircraft Rules, 1937
b) Civil Aviation Requirements (CAR)-21
c) Acceptable Means of Compliance (AMC) and Guidance Material (GM) to CAR- 21.
2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS

See Part 5 - Design Organisation Approval Procedures (DOAP).
Details about format, address and fees can be found on CAR-21, available on DGCA
website.
3 DETERMINATION OF THE ALTERNATIVE PROCEDURES TO DOA

APPROVAL TEAM
The same personal attributes as for a DOAT Leader is considered (see Part 5, Design
Organisation Approval Procedures (DOAP)).
4 CERTIFICATION PROCEDURE
The investigations follows the procedures described below.
For assessment of the alternative procedure to DOA, the DDG nominates a Project Manager
(PM) from the Design Organisation Team of AED in consultation with DAED.
The DAED communicates the name of the PM to the applicant.
The PM involves, if necessary, other DGCA staff engaged in product or article certification
activities, and provides feedback. The alternative procedure is evaluated for compliance with
the demonstration of capability for design, in accordance with the following paragraphs and
associated acceptable means of compliance and guidance material:
- CAR 21.14(b), for type certificates / approval; or
- CAR 21.112B(b), for supplemental type certificates; or
- CAR 21. 432B(b) for major repairs; or
- CAR 21. 602B(b)(2) for ITSO Authorisations.
The PM also takes into account of all relevant information and related experience of the
applicant.
Following evaluation of the procedures and establishment of a compliance check-list, the
PM submits an internal note to the DAED. This note establishes compliance with:
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- CAR 21. 21(a), for the issue of a type-certificate / approval
- CAR 21.115(b), for the issue of a supplemental type-certificate
- CAR 21. 432B(b) for the approval of a major repair
- CAR 21. 606(a), for the issue of an ITSO Authorisation.
An applicant that has already demonstrated its capability through an alternative procedure to
DOA is deemed to have demonstrated its capability within the same scope of work. For an
extended or new scope of work, the PM evaluates the necessary updates and re-submits a new
internal note, as described above, to the DAED.
The findings of compliance are communicated to the applicant through an official letter.
The list of design organisations having demonstrated their capability for design through
alternative procedure to DOA is recorded/ updated from time to time by the DAED.
Changes to the scope covered by the alternative procedure must be handled as a new
application ( i.e. type-certificate, supplemental type-certificate, major repair design approval,
or ITSO Authorisation).
The continued surveillance is carried out through the direct involvement of DGCA officers
engaged in product or article certification activities.
5.1 Reporting System
CAR-21 lays down the Design Approval holders responsibilities regarding reporting to
DGCA. DGCA processes the reports in accordance with the internal procedure. The form
and manner of such reports need to be made following the approved alternative procedure.
5.2 External Experts

If deemed necessary, DGCA may consult external experts / specialists with extensive
technical knowledge and experience, necessary for approval of design organizations.
The external experts/ specialists may advice AED on technical certification principles and
technical interpretation of the CAR 21, technical standardisation and technical training
ensuring appropriate technical certification knowledge to AED officer.

The DOAT is the primary decision maker in the process under the supervision of DAED.
The DOAT has the ability to take the first decisions to the largest possible extent. If the
DOA Holder/Applicant does not agree with the DOA Team’s decision, the DAED will try
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PART 6

to find a mutually acceptable solution. If an agreement still cannot be reached, the matter
will be brought to the DDG to take a decision thereto.
If further deliberation is necessary then the final decision would be made by the DG. The
5.4 Reserved
5.5 Limitation, Suspension and Revocation

In case of serious findings related to the design approvals issued under alternative procedures
to DOA, DGCA may revoke existing design approvals, or stop issuing new design
approvals.
5.6 Communication and Publication

Significant decisions affecting the result of the certification procedure is communicated by
DGCA to the applicant in writing.
DGCA decisions related to design organisations having demonstrated their capability for
design through alternative procedure to DOA and records are maintained in AED and are
kept safely.

All documents and information related to the design organisation approval which originates
from the Alternative DOA applicant are received by DGCA and retained. These are subject
to protection from disclosure. If the applicant chooses to submit data required to support
application in electronic format , these data are also protected and kept safely.
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AIRCRAFT ENGINERING DIRECTORATE

NEW DELHI-110003
PART 7
Approval Procedure of Flight Conditions for issue of a

Permit to Fly.
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Approval procedure of flight conditions for issue of Permit to fly AED‐HDBK
PART 7

CONTENT
SUBJECT PAGE
1.0 PURPOSE 2
2.0 SCOPE 2
3.0 REFERENCE 2
4.0 RELETED FORM 3
5.0 DEFINITION 3
6.0 RESERVED 3
7.0 GENERAL 3
8.0 ALLOCATION OF TASKS 3
9.0 BASIC PRINCIPLE 4
10.0 INTERFACE WITH OTHER ACTIVITY 6
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1. Purpose:
This internal working procedure describes how DGCA handles the technical process
applicable to the approval of flight conditions related to safety of design for issue of Permit
to Fly.
2. Scope:
The scope of this procedure is limited to approval of flight conditions relative to aircraft that
does not meet, or has not been shown to meet, applicable airworthiness requirements but is
capable of safe flight under defined conditions and for the following purposes:
1. development;
2. showing compliance with regulations or certification specifications;
3. design organisations or production organisations crew training;
4. production flight testing of new production aircraft;
5. flying aircraft under production between production facilities;
6. flying the aircraft for customer acceptance;
7. delivering or exporting the aircraft;
8. flying the aircraft for Authority acceptance;
9. market survey, including customer’s crew training;
10. exhibition and air show;
11. flying the aircraft to a location where maintenance or airworthiness review are to be
performed, or to a place of storage;
12. record breaking, air racing or similar competition;
13. flying aircraft meeting the applicable airworthiness requirements before conformity to the
environmental requirements has been found;
14. Reserved; and
15. for non-commercial flying activity on individual non-complex aircraft or types for
which a Certificate of Airworthiness or restricted Certificate of Airworthiness is not
appropriate.
3. References :
1. CAR 21,
2. Acceptable means of compliance and guidance material for airworthiness and
environmental certification of aircraft and related products, parts and appliances, as well as
for the certification of design and production organisations (“AMC and GM to CAR 21”)
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PART 7

4. Related Forms:
Refer CAR 21.
5. Definitions and Abbreviations:

6. Reserved
7. General
Permit to Fly may be issued when it is shown that the aircraft is capable of performing safely
a basic flight. It may issued with appropriate limitations, in particular to protect the third
parties’ safety.
Restrictions applicable to issue of permits to fly are dependant on the following:
- purpose of the flight
- airspace used for the flight
- qualification of flight crew
- carriage of persons other than flight crew.
The list of restrictions is to ensure safety is not exhaustive but may also include other
restrictions, for example:
- the performance of the aircraft
- the configuration of the aircraft (e.g. flaps extended).
8. Allocation of certification tasks

DGCA- AED carries out technical investigations. The DDG nominates a PCM for the
certification task. The PCM in consultation with DDG forms a team for the allocated job.
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PART 7

9. Basic Principles:
9.1. Applicability
A Permit to Fly is generally issued when a Certificate of Airworthiness is temporarily invalid,
for example as the result of a damage, or when a Certificate of Airworthiness cannot be
issued for instance when the aircraft does not comply with the essential requirements for
airworthiness or when compliance with those requirements has not yet been shown, but the
aircraft is, nevertheless, capable of performing a safe flight.
In order to obtain a Permit to Fly, the applicant shall make sure that the flight conditions are
approved.
The flight conditions are approved under a approval process which requires an application
to DGCA in a prescribed form given in CAR 21.
9.2. Responsibilities
Flight conditions are approved by AED of DGCA.
The different types of approvals are:
1. approval of flight conditions related to safety of design and Permit to Fly
2. approval of flight conditions not related to safety of design and Permit to Fly.
These are discussed in following paragraphs.
9.3. Approval of flight conditions by DGCA.
9.3.1. General
DGCA approves the Flight Conditions in cases related to the safety of design, defined as
follows:
1. The aircraft does not conform to an approved design; or
2. An Airworthiness Limitation, a Certification Maintenance Requirement or an
Airworthiness Directive has not been complied with; or
3. The intended flight(s) are outside the approved envelope.
DGCA makes the findings that if appropriate, grants approval to flight condition of the
aircraft with appropriate associated restrictions which compensates for non-compliance of
the essential requirements of aircraft to perform a safe basic flight.
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PART 7

9.3.2. Flight conditions related to safety of design
The applicant has to apply to AED of DGCA for approval of flight conditions related to
safety of design in the following cases:
1. Where the flight conditions related to safety of design are not approved at the time of
application for a Permit to Fly; or
2. Where the applicant has not been granted the adequate privilege to approve the flight
conditions related to safety of design.
The applicant submits a justification note following along with applicable DGCA forms.
An approval of flight conditions cannot be issued before all forms have been filled in by the
applicant and provided to DGCA in time.
9.3.3. Flight conditions not related to safety of design

When the flight conditions are not related to the safety of design, then also DGCA ‘s
approval is required.
In such cases, the flight conditions are approved by DGCA. Examples of such conditions
are:
1. Production flight testing for the purpose of conformity establishment;
2. Delivery / export flight of a new aircraft, the design of which is approved;
3. Demonstration of continuing conformity with the standard, previously accepted by DGCA
for the aircraft or type of aircraft, to qualify or re-qualify for a (restricted) Certificate of
Airworthiness.
9.3.4. Technical procedure

9.3.4.a) General
The Project Certification Manager (DAED) is responsible for conducting the technical
investigation based on which the DDG makes his decision to issue, to amend or to refuse the
approval of the proposed flight conditions or changes thereto.
9.3.4.b) Task allocation

The DDG nominates a PCM ( DAED) or any other officer to conduct the technical
investigation. The DAED nominates Certification Manager (CM) after consultation with the
DDG.
The technical review, in particular, with regard to available resources and assumed
workload, is made during the meeting between the officers and the DAED.
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PART 7

The normal time between the date of receipt of the application and the first day of the validity
period for the related Permit to Fly is less than or equal to 20 working days. The technical
investigation is evaluated by the responsible officers, immediately upon receipt and
acceptance of the application.
In principle, the PCM of the product type is nominated to conduct the technical investigation,
except where the responsible officer or Head of Department decides otherwise, for example,
in the event of non-complex applications or time constraints or pre-occupation of the
concerned officers.
The Project Certification Manager may request the involvement of any officer from other
Directorate, where their technical expertise is required.
9.3.4.c) Technical investigation

The proposed flight conditions and substantiation documents provided by the applicant are
checked. Before approving the flight conditions, AED must be satisfied that the aircraft is
capable of a safe flight under the specified conditions and restrictions and may advise the
applicant to make any necessary inspections or tests for that purpose.
In the event of compliance finding, a statement is issued by the Certification Manager (CM ).
Based on the observation submitted by CM and technical data & information submitted by
the applicant , the DAED, through an internal note, submits to the DDG for approval. If
satisfied , the DDG gives his approval of the flight conditions.
10. Interface with other activities:

10.1. Issuance of Permit to Fly
Simultaneously or following DGCA approval of flight conditions, applicant sends an
application for a Permit to Fly to DGCA prescribing the identification marks, along with
appropriate DGCA Form. After examination of the submitted documents, if found
satisfactory, permit to fly may be granted by DGCA.
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Validation/Acceptance procedure of Foreign Aircraft AED‐HDBK
Part 8

NEW DELHI-110003

Part 8
VALIDATION / ACCEPTANCE OF TYPE CERTIFICATE

ISSUED BY FOREIGN AUTHORITY

Effective from: 24‐05‐2012 AED HDBK
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Part 8
CONTENTS
Subject Page
1.0 Introduction 2
2.0 Procedure for Validation of a Type Certificate of imported products 2
3.0 Procedure for Acceptance of a Type Certificate and Supplemental

Type Certificate issued by other regulatory authorities 3
4.0 Certification of aeronautical products under the framework

of Bilateral Aviation Safety Agreement (BASA) 7
ANNEXURES
ANNEX I Checklist for audit of foreign design organization /TC holder 8
ANNEX II Checklist for Acceptance of foreign aircraft 9

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1.0 Introduction :
DGCA is empowered vide Aircraft Rule 49B to validate the type certificate issued by a
Contracting State whose airworthiness requirement is at least equal to the requirements
established under CAR 21.16A in respect of any aeronautical product that may be imported,
provided that :-
(a) the airworthiness authority of the country in which it is manufactured has issued the type
certificate or similar document, in respect of that product or product with
modification/change in type design;
(b) it meets the airworthiness requirements and special conditions laid down by the DGCA.
Validation is required in following cases:

i) if the imported product is type certificated by any foreign regulatory authority and the
Indian applicant intends to manufacture the product in India under license from
foreign manufacturer;
or
ii) if the imported product is type certificated by a CAA other than EASA or FAA and
the prospective Indian operator intends to operate the aircraft in India with following
exceptions:
a. The airworthiness code followed by the authority of the state of design is in
accordance with FAA/EASA standards (airworthiness codes) and/or the design of
the aeronautical product has been certified by FAA/EASA. The authority of the state
of design or the manufacturer/TC holder provides evidence(s) that the airworthiness
code is as per the airworthiness codes specified in CAR 21.16A. In such a case, the
Type Certificate and other certification documents issued by the CAA of the
Contracting State may be considered for Type Design Acceptance.
Notes:
1. The certificates and documents issued by the CAA should be in English language only.
2. Type Validation/Acceptance of aeronautical product by Aircraft Engineering Directorate
of Directorate General of Civil Aviation (DGCA) will be purely from design view point
only.
2.0 Procedure for validation of Type Certificate of imported products:

2.1 General
Following documents should be submitted for validation of Type Certificate:
(i) Type Certificate,
(ii) Type Certificate Data Sheets,
(iii) Compliance statement
(iv) Supplemental Type Certificate, if applicable,
(v) Noise standard to which it has been certified,
(vi) The basis on ETOPS certification if applicable,
(vii) All applicable Airworthiness Directives,
(viii) Copies of aircraft engine, propellers, specifications, special conditions and/or
exemption including the certification basis.
(ix) Engineering description of the aircraft with required illustrations.
(x) Copies of selected flight test reports,

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Part 8
(xi)
Copies of Maintenance Review Board report and MMEL for aircraft type
certificate in transport category,
(xii) Weight and Balance report, Flight Manual, Structural Repair Manual etc.
(xiii) Compliance statements, type design record and any other reports required by the
DGCA.
(xiv) Application on a plain paper with requisite fees as per the provision of Rule 62
of the Aircraft Rules 1937.
The design documents submitted by the applicant will be scrutinized by AED. In order
to familiarize with the design and certification procedures, representatives of the designer/
manufacturer may be required to visit India to acquaint DGCA officials with the systems and
design of the product. Alternately, representatives of DGCA may visit the design/
manufacturing sites to discuss specific design/ manufacturing issues with the designer and/or
Aviation Authority of the country of design/manufacture and audit the foreign design
organization holding the Type certificate of the product. The checklist of audit of foreign
design organization is at Annex I of this part.
As per CAR 21.16B, special conditions may be imposed on foreign Type Certificate
(TC) and Type Certificate Data Sheets (TCDS) by DGCA in specific cases for safe operation
of the aircraft in India. The special conditions so imposed, will be communicated to the
manufacturer and the respective Aviation Authorities by DGCA.
Considering the high ambient temperature conditions in India, the applicant is required
to provide system performance and aircraft performance certified by the foreign airworthiness
authority at ambient temperature up to a 50oC at S.L. and high altitude airports (>10000 feet).
On being satisfied that the basis of Type Certification of product is satisfactory and
meets the requirements prescribed in applicable CARs, DGCA may validate the Type
Certificate (with such exceptions as may be granted) issued by Aviation Authority of the
country in which the product has been manufactured. Additional conditions and operating
limitations may be imposed by the DGCA while validating the TC.
2.2 Internal procedures for Validation of a Type Certificate
Internal procedures to be followed for validation of Type Certificate is same as the
procedure for issue of Type Certificate, which is contained in Part I of this Handbook of
Procedures.
3.0 Procedure for Acceptance of Type Certificate and Supplemental Type Certificate
issued by other Regulatory Authorities:
3.1 Type Certificate:
As DGCA accepts design codes of FAA / EASA, generally the Type Certificates issued
by FAA/EASA are considered acceptable to DGCA. However, as indicated in para 21.16B of
CAR 21, DGCA may impose ‘special conditions’ for safe operation of aircraft in India.
Type Acceptance is granted in the following cases if:

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Part 8
a) an imported aircraft is type certificated by FAA/ EASA under Airworthiness codes

specified in CAR 21.16A. The derivative of aircraft certified by FAA under CAR (USA)
Part 3 would qualify for consideration for acceptance in case the earlier variant aircraft
is already registered in India and has satisfactory service and safety records.
b) the similar type designed aircraft has not been not granted Type Acceptance / entered
in Indian Civil Aircraft Register.
c) If the airworthiness code followed by the authority of the state of design is in accordance
with FAA/EASA standards (airworthiness codes) and the design of the aeronautical
product has been certified by FAA/EASA. The authority of the state of design or the
manufacturer/TC holder provides evidence(s) that the airworthiness code is as per the
airworthiness codes specified in CAR 21.16A. In such a case, the Type Certificate and
other certification documents issued by the CAA of the Contracting State may be
considered for Type Design Acceptance.
In such cases, the complete procedure of validation of Type Certificate as per Para 2.0
of this part of Handbook shall not be followed.
Type Acceptance by DGCA is granted to the aircraft after satisfactory evaluation of the
FAA/EASA approved aircraft type design data, service & safety records, operating capability of
the aircraft at high ambient temperature & high airport elevation and compliance to ‘special
conditions’ imposed by DGCA ( if any).
Operator or the person desiring to import the aircraft should ensure that a type
acceptance letter is issued in respect of the aircraft by AED before importing the aircraft.
For issuance of Type Acceptance, an application may be submitted by the TC holder
upon receipt of request from operator/customer intending to operate the aircraft in India
On receipt of request for issue of Type Design Acceptance from the applicant, the
reviewing officer would acknowledge the receipt preferably through e-mail. The checklist
specified at Annex II should also be sent along with acknowledgement for submission of
requisite information/document by the applicant.
If the applicant does not submit the requisite information/documents for the type design
acceptance within 30 days from the date of issue of acknowledgement, the case would be
considered as closed.
It is the responsibility of the Indian operator, desiring to import the aircraft, to ensure
that the Type Certificate holder submits the following information/documents in respect of the
aircraft to Aircraft Engineering Directorate of DGCA:
1. Type Certificate;
2. Type Certificate Data Sheet;
3. Compliance statement
4. Supplemental Type Certificate, if applicable.
5. Approved Aircraft Flight Manual;
6. Approved Master Minimum Equipment List (MMEL).
7. Approved Airworthiness Limitations.
8. Maintenance Review Board reports ( if applicable for the type of aircraft).
9. Structural Repair Manual.

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10. Compliance with special conditions such as novel or unusual design features in the
aircraft and substantiation reports;
11. Test reports related to high intensity radiation field (HIRF) effects;
12. Status of mandatory instruments and equipment as per applicable Civil
Aviation requirement (CARs) of DGCA. The Indian operator and the TC holder should
submit an undertaking to this effect that the aircraft would be fitted with mandatory
instruments and equipment as per applicable CARs issued by DGCA (India) for the
purpose of issue of Indian C of A, C of R and Air Operators’ Certificate (AOC).
13. Operational capability from high altitude (>10000 feet) airports. This requirement is
mandatory for pressurised transport category aircraft which may be relaxed on case to
case basis, subject to approval of the competent authority.
Note 1: Aircraft fitted with reciprocating engine may be considered for exemption provided that
the performance information of the aircraft as per FAR/CS Part 23.45 are available in
the flight manual/supplemental flight manual for operations up to specified airport
elevation. Derivatives of aircraft already registered in India may also be considered for
exemption from this requirement depending upon their service & safety records of
operations in India. For the purpose of consideration of exemption, the applicant should
submit the justification for the same.
14. Capability to operate at high ambient temperatures up to +50°C at sea level to ensure
that instrument/equipment/aircraft systems/ avionics would continue to function up to
maximum ambient temperature of 50oC. Engine cooling test report up to extreme
ambient temperature condition during takeoff/landing phases of flight at S/L should be
provided in support of operational capability.
15. Noise and engine emission certificates as applicable.
16. Letter of intent from prospective Indian customer.
17. Substantiation documents providing the basis for ‘Equivalent Level of Safety
Findings’ and ‘Exemptions’.
18. Engine Reliability data based on service records. This information may not be required
for newly Type Certified aircraft where operational data pertaining to engine reliability
may not be available.
19. Accident/incident record of aircraft along with number of aircraft operating in civil
operations worldwide, their flight hours logged, etc.
20. List of Airworthiness Directives issued pertaining to the aircraft model along with
copies of the same.
21. A certificate to the effect that the type of fuel used in aircraft is as per the aviation fuel
standard available in India.
22. Any other information the DGCA deems necessary after scrutiny of information /
documents mentioned above and as per the checklist for acceptance of aircraft at Annex
II.
Note 2: Any application for Type Certificate acceptance not meeting above criteria or
incomplete shall be summarily rejected.
After all the documents are received and the same are found satisfactory by the Aircraft
Engineering Directorate of DGCA, the checklist for acceptance of foreign aircraft at Annex II
should be duly filled by the officer responsible for scrutinizing the document and put up on file
for approval to DDG/JDG in charge of AED through reviewing officer. After approval on file is

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Part 8
obtained, official letter of acceptance is issued to the applicant for the said aircraft specifying
the terms of acceptance of aircraft for operations in India. The checklist for acceptance of
foreign aircraft may be referred at Annex II of this part.
3.2 Supplemental Type Certificate:

1. For the purpose of acceptance of Supplemental Type Certificate issued by FAA/EASA,
the STC holder on receipt of request from Indian operator should submit a copy of STC
and copies of substantiation documents as specified at Para-8 below.
2. The application for acceptance of STC would be accepted only when basic model
aircraft has letter of type acceptance issued by DGCA and an Indian operator intends to
implement the design change specified in STC on Indian registered aircraft.
3. AED officer(s) are required to evaluate documents pertaining to the modification/change

in design only for the purpose of acceptance of STC and should not request for
documents pertaining to type acceptance of aircraft.
4. The impact of high ambient temperature and high altitude condition on

operational/functional characteristic of aircraft due to the design change should be
evaluated.
5. Refer Rule 62 of Aircraft Rules, 1937 for applicable fees as on date of application.
6. Checklist provided at Annex II is not required to be filled up by the officer scrutinising

the STC. Approval would be based on the observations & recommendations of officer
after scrutiny of documents which would be put up for approval on file.
7. For accepting the STC issued by foreign civil aviation authorities, other than FAA and
EASA, validation procedure specified in Part 2 of Handbook should be followed and
processed accordingly. However, the modification/change in type design approved by
civil aviation authority of state (other than FAA & EASA) of design/manufacturer under
delegation of authority of approval may be considered for acceptance of change of type
design, if the original design has been certified by FAA/EASA and the aircraft type
design has been accepted by DGCA.
8. It is the responsibility of the Indian operator, desiring to implement the STC on the
aircraft, to ensure that the Supplemental Type Certificate holder submits the following
information/documents in respect of the aircraft to Aircraft Engineering Directorate of
DGCA:
i. Supplemental Type Certificate;
ii. The applicable supplement to manual affected.
iii. Effect of design change on operational capability at high altitude (>10000 feet)
airports, if applicable.
iv. Effect of design change on capability to operate at high ambient temperatures up to
+50°C at sea level to ensure that affected instrument/equipment/aircraft systems

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Part 8
would continue to function up to maximum ambient temperature of 50oC, if

applicable.
v. Letter of intent from prospective Indian operator to implement the design change
specified in the STC.
vi. Documents providing the basis for equivalent level of safety findings, special
conditions and exemptions, if applicable.
vii. Service and reliability/safety records pertaining to modification/change of design
specified in the STC.
4.0 Certification of aeronautical products under the framework of Bilateral Aviation

Safety Agreement (BASA):
BASA including the associated implementation procedures (IP) or any working

agreement or Memorandum of Understanding (MOU) with other contracting states may
supplement, change or supersede the above certification procedure. In such cases, DGCA
certification may be called validation and it is assumed that the imported product shall meet,
with the same level of confidence, a level of safety equivalent to that required for a comparable
product designed and manufactured within India.

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Part 8
ANNEX- I
CHECK LIST FOR AUDIT OF FOREIGN DOA
(FOR VALIDATION OF TC)
S.No Queries/ checklist items Observations/

Remarks
1 What are the State’s Rules/ regulations (equivalent to EASA part
21/ FAR 21) as per which DOA was obtained?
2 Which part/ sub-part of the regulation(s) provide the scope for
issuing DOA?
3 When the DOA was obtained? A copy of the DOA certificate/
letter be obtained and examined.
4 A copy of the approved DOM/ DOE (for reference only) may be
examined.
5 What is the ‘scope of approval’ as per the DOA certificate/ letter?
6 What is/are the privilege(s) of the DOA holder?
7 Does the regulation call for a ‘Design Assurance System’ to be in
place within the DO?
8 Other than the present case (aircraft, engine or propeller as the case
may be) any other major products produced for which TC have
been issued. If yes, a list of the same.
9 Has the DO been subjected to ‘continued surveillance’ by the
regulatory authority of the ‘state of design’?
10 Has the DOA ever been revoked, suspended, etc. for a level 1
offence? If yes, provide details.
11 Whether a proper ‘reporting system’ in the DO exists for reporting
to the authority including reports on faults/ malfunctions/defects on
the products (designed by the DO under TC) in service?
12 Whether the areas within the ‘Design Assurance System’ are
subjected to periodical internal/ external audits? If yes, whether
records of the same are maintained?
13 Have ‘design subcontractors’ been engaged for component/ part
design? If yes, a list of the same may be examined. Whether proper
legal working arrangements have been signed from accountability
(continued airworthiness) point of view?
14 What is the ‘internal procedure’ of the DO for monitoring/
surveillance of those subcontractors? Is the procedure mentioned in
the DOM/ DOE?
15 Does the ‘working arrangement’ with the design subcontractors
allow easy access of concerned officials from the regulatory
authority?

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Part 8
ANNEX -II
CHECK LIST FOR ACCEPTANCE OF FOREIGN AIRCRAFT

(In cases where Type Certificate (TC) has been issued by either FAA or EASA)
Sl. No. Checklist Item Remarks

1 Name of Airplane/Helicopter
2 Type of aircraft (fixed-wing / rotary wing)
3 Whether transport category/ others
4 Name of Engine
5 Type of Engine
6 Number of Engines
7 Max. All-Up-Weight(AUW) of Airplane/Helicopter)
8 Request letter from TC holder of the aircraft to DGCA
(AED) for acceptance of subject aircraft mentioning the type
of operation intended (with enclosures as mentioned below)
9 Letter of intent from a bona fide Indian customer/ operator
10 Type Certificate of the aircraft (TC)
11 Type Certificate Data Sheets (TCDS)
12 Supplemental Type Certificate, if the aircraft being imported
is coming with changed design
13 Compliance statements
14 Approved Aircraft Flight Manual (AFM)
15 Compliance documents against special conditions such as
novel or unusual design features in the aircraft
16 Information related to high intensity radiation field (HIRF)
effects
17 Whether undertaking obtained from operator & TC holder to
the effect that aircraft would be fitted with mandatory
instruments and equipment as per applicable Civil Aviation
requirement (CARs) of DGCA
18 Operational capability from high altitude (>10000 feet)
airports (Indian operational terrain condition). Whether
exemption requested with justification and justification is
acceptable as per the Para 3.1 (13)
19 Capability to operate at high ambient temperature, (+50°C at
Sea Level) (Indian operational terrain condition)
20 Documents to show that the aircraft meets the noise and
engine emission standards prescribed in ICAO Annex 16 or
equivalent standards specified at CAR 21.16A as of date
21 In cases, where TCDS indicate ‘Equivalent Level of Safety
Findings’ and ‘Exemptions’, then substantiation documents

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providing the basis

22 The service and safety records shows satisfactory operations.
Total number of aircraft in civil operations worldwide and
flight hours logged
23 Substantiating documents giving Information regarding
Engine Reliability. (i) Number of engine in-flight shutdown
(IFSD) reported and (ii) number incident/accident as a result
of engine related malfunction/defect in service
24 Substantiating documents regarding accident/incident
information. (i) Number of accident/incident/defect reported
and list of such records, (ii) Number of cases analysed as a
result of design deficiency and number of such cases under
investigation, (iii) Status of corrective action implementation
where design deficiency was analysis as a result of report
accident/incident/defect reporting,.(iv) Whether any
incident/accident/defect on aircraft report is under analysis/
investigation process. If yes, provide details, List of
Airworthiness Directive issued pertaining to the aircraft by
state of design and state of registry of aircraft
25 Type of fuel used is in conformity with the aviation fuel
standards in India
26 Terms of approval to be specified in letter of acceptance, if
any
27 Examine all the above information/ documents
28 Name of the officer scrutinising the case
29 Designation of officer
30 Signature
31 When found satisfactory prepare a detailed note
recommending for the acceptance and submit to the officer
having power delegated for acceptance of aircraft under SO
726(E) & SO 727(E) through reviewing officer(s)
32 When approved, put up ‘letter of type acceptance’, get the
same signed by Deputy DGCA or the officer having power
for the approval delegation under SO 726(E) & SO 727(E)
and get the letter issued

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Opp. Safdarjung Airport, New Delhi – 110 003
Part-9
Procedure for ITSO Authorisation
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Procedure for ITSO Authorisation AED‐HDBK
PART 9

Indian Technical Standard Order Authorisation Procedures
1. Purpose:
The purpose of this document is to define the roadmap to be followed by the
certification team for ITSO Authorization of Parts & Appliances in accordance
with the provisions of sub part ‘O’ of CAR 21.
2. Application:
a) The applicant shall apply for ITSO authorisation on a prescribed format (Form
CA- 34) along with the requisite fee.
b) The application (Form CA-34) in duplicate along with all technical data/
documents required under CAR 21.605 and data specified in application ITSO
shall be submitted to regional DAW/CAW office. DAW/CAW office shall
forward one copy of this application to JDG/DDG (AED).
If, ITSO has not been issued, the applicant may submit an FAA TSO/EASA ETSO
standard with the application, for reference.
c) Immediately after receiving the formal application, certification team shall be
constituted by JDG/DDG (AED) within 15 days. The certification team headed
by Director (AED) shall consist of two groups i.e. Design group and
Inspection group. The certification team will be headed by a project manager.
d) Thereafter, the application will be acknowledged.
e) After receiving the application and formation of certification team, a preliminary
visit shall be made for taking general overview of the design and manufacturing
facilities. The manufacturer should make a presentation to the certification team.
3. Document Review and Scrutiny of Technical Data:

a) The certification team shall check the application for eligibility in accordance
with CAR 21.602.
b) The design group of certification team will review the submitted technical
data for compliance with the applicable ITSO standard.
c) The applicant will be informed within 30 days if the technical data/documents
furnished with the application are complete.
d) The applicant should submit the additional supporting data when requested
by DGCA.
e) The document review process by design group should be completed within
60 days of the formation of certification team. The design group will check
the adequacy and validity of technical data and ensure its compliance with
the applicable ITSO standard.
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f) The responsibility of applicant’s production capability rests with
Airworthiness Directorate in accordance with CAR 21.605 (d). Regional
DAW/CAW office shall submit the report on the applicant’s production
capability alongwith their quality control system to AED (Hqrs) within 60
days.
g) After ascertaining the following,
• Adequacy and validity of technical data
• Compliance with the applicable ITSO standard
• Demonstration of production capability by the applicant (QC system)
• In case manufacturer requests approval to deviate from any performance
standard of an ITSO, the equivalent level of safety shall be ensured.
the certification team shall approve ‘Certification Plan’. If the certification team
finds any deviation at this stage from any performance standard of an ITSO, the
team shall make decision for approval or rejection of the project.
h) The applicant should submit the Test Plan to DGCA for reviewing 30 days
ahead of the tentative testing date.
i) The inspection group shall visit the manufacturing organisation for witnessing the
performance and environmental tests.
j) When applicant completes all of the design calculations and tests based on the
approved certification test plan, the applicant shall submit all related
documents like consolidated test report to DGCA.
k) In case of articles requiring specialized skills, specialists from outside
agencies may be appointed for this purpose.
4. Deviations:
Deviations must be applied for, according to CAR 21.610 and should be submitted to
project manager who will review them and inform the JDG/DDG. The deviations
should be handled in the same manner as application and must be approved by the
JDG/DDG.
5. Demonstration of capability for design:

The demonstration of capability for design required in CAR 21.602B (b) will be
assessed by the design group of certification team. See the relevant checklist.
6. Demonstration of capability for production:

For the demonstration of capability for production, the Project Manager will check the
existence of a CAR 21 production approval under subpart F or G, or coordinate with
the regional office of DAW in order to have such approval issued on time and prior to
ITSO authorisation.
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7. Issue of ITSO Authorisation:
When the compliance document is completed to the satisfaction of the project

manager and proposed deviations, if any, accepted in accordance with CAR 21.610,
the project manager will submit the following to the JDG/DDG (AED)
(a) Technical visa
(b) Compliance statement of the applicant
(c) DDP
(d) Compliance summery
After reviewing the above documents JDG/DDG will instruct the project manager for
submitting the ITSO authorisation certificate for favour of signatures. Once ITSO
authorisation is issued, the manufacturer is authorised to mark the appliance with the
ITSO marking.
8. Design Changes:
The project manager will acknowledge receipt of minor changes identified by the
ITSO authorisation holder in accordance with CAR 21.611(a). He will also review the
minor changes to verify the classification.
9. Installation Approval:
An ITSO approval does not include installation approval. Installation approval may
require TC/STC or field approval.
10. Record Keeping:

All relevant design information, drawings, specifications and qualification test reports
preserved by the manufacturer till such time he holds ITSO authorisation. Upon
surrender/revocation of certificate of ITSO authorisation, the manufacturer shall be
asked to send copies of all these records to DGCA. Production inspection records of
each article manufactured shall be retained for at least 2 years.
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NEW DELHI-110003
PART 10
FLIGHT TEST GUIDE
Revision 4, Amd. 1

Procedure for Flight tests AED‐HDBK
PART 10

CONTENT
SUBJECT PAGE
SUBPART I : FLIGHT TEST FOR TYPE CERTFIFICATION OF AIRCRAFT
1.0 GENERAL 2
2.0 PROTOTYPE AIRCRAFT 2
3.0 GUIDELINES FOR CONDUCTING FLIGHT TEST 5
SUBPART II : FLIGHT TEST FOR ISSUE OF C OF A
1.0 INTRODUCTION 7
2.0 PRODUCTION FLIGHT TEST SCHEDULE 7
3.0 GUIDELINES FOR CONDUCTING FLIGHT TEST 7
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PART 10

SUB-PART I
FLIGHT TEST GUIDE FOR TYPE CERTIFICATION OF AIRCRAFT
1 GENERAL
1.1 INTRODUCTION
An organisation responsible for design and development of a prototype aircraft or
modification of an approved aircraft shall establish the desired values of various aircraft
parameters, by conducting flight tests pertaining to performance, flight characteristics and
equipment operations. The organisation shall establish the operational limitations, procedures
and information for the aircraft under consideration. The flight testing of prototype aircraft
under consideration for the issue of type certificate or amendment to type certificate/STC
shall comply with the procedures set out in this chapter.
The organisation shall demonstrate conformity with the type design parameters
through extensive flight testing for grant of a Type Certificate by DGCA.
The flight tests for the evaluation of a new Type design or in respect of an aircraft that
has undergone major modifications affecting the basic design shall be carried out by test
pilots and observers duly approved by DGCA. For this, details about the qualification, and
experience of these personnel will be intimated to DGCA. The qualification and experience
requirements for approval of test pilots are given in Part V of this Handbook.
1.2 DEFINITION
Type Certificate: A Type Certificate is a document, issued by DGCA, that constitutes a
statement that the design of the aircraft type covered under this certificate and of the variants
specified on the Data Sheet has been approved by DGCA.
2 PROTOTYPE AIRCRAFT
2.1 Preparation:
2.1.1 At the early stage of design, the applicant Organisation shall provide an assembly
drawing of the aircraft and engine type certificate data sheet, together with a
description of any unusual design features to the DGCA. Certain features of the
aircraft (e.g. pilot's view, accessibility of cockpit controls) shall be demonstrated to
the DGCA using a 'mock-up' or other acceptable representation of the aircraft.
2.1.2 The provision of special equipment that may be required for purposes of the flight
trials, e.g. safety harnesses, parachute stowages, emergency exits, anti-spin parachutes
and instrumentation, etc. and the means for overriding or disconnection of automatic
devices shall be discussed with the DGCA, giving sufficient time to enable the DGCA
to take appropriate action during the design and construction stages of the aircraft.
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2.2 Flight Trials:
2.2.1 Before the commencement of flight trials, aircraft shall be offered to DGCA –AED
for inspection.
2.2.2 The flight trials will normally start after the completion of the scrutiny of design
documents including design reports analysis, wind tunnel test reports, structural test
reports, etc., relating to the development of prototype aircraft and their acceptance by
DGCA.
2.2.3 The prototype shall, in all relevant aspects, be in a condition fully representative of
the type when the flight trials are carried out. A statement identifying the design
standard at the commencement of these trials shall be given to the DGCA, together
with details of any significant variations in the design from the same, if any. The
statement shall include sufficient detail to identify the design and modification of the
aircraft and shall include all limitations including temporary limitations, applicable to
the trials.
(a) Any design changes made to the aircraft during the flight trials (e.g. incorporation
of modifications, adjustments to powerplant, control surfaces and general rigging)
shall be notified to the DGCA, and the statement shall be amended, as necessary, to
reflect the development state of the aircraft. Both the original statement and each
amendment thereto shall be dated and signed by the Applicant/ organisation.
(b)Where any design change makes an earlier flight test invalid, the concerned flight
test shall be repeated.
2.2.4 The applicant shall submit, for approval, a flight test schedule containing details of
the proposed flight tests to be included in the flight trials. This schedule shall include
the flight tests necessary:
(a) To establish compliance with all the applicable airworthiness requirements.
(b) To provide information for inclusion in the documents associated with the type
certification.
NOTE:
1. The DGCA may require alterations to the flight test schedule and may also require
additional tests not included in the schedule if it appears that such tests are necessary
to establish the airworthiness of the aircraft type.
2. For development of flight test schedules and method of conducting test flights, the
applicant should use the applicable Advisory Circular (latest) to the design standard
being used e. g., AC 23-8A for aircraft designed to FAR-23 requirements and AC
25-7 for airplane designed as per FAR-25 requirements. For helicopters, AC 29-2A
for large helicopters should be followed.
2.2.5 At a reasonable time before the commencement of the flight trials, the applicant shall
provide the following information and shall notify any subsequent alterations thereto.
(a) A summary of the predicted aerodynamic characteristics which require to be checked
during the flight trials (stalling speeds, control force characteristics, aircraft response
etc.).
(b) Aircraft performance estimates.
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(c) A statement indicating the airworthiness conditions and the type of operations with
which it is proposed to establish compliance. As appropriate to the capability and
intended use of the aircraft this statement shall include, but may not necessarily be
confined to, information concerning:-
i. Category (ies) for which certification is/are requested.
ii. Performance group(s)/class.
iii. Weight-C.G. envelop.
iv. Flight in non-temperate conditions.
v. Flight in icing conditions.
vi. Instrument flight.
vii. Flight by night
viii. Use of oxygen.
ix. Use of cabin pressurisation.
x. Speed limitations.
xi. Carriage of external loads.
xii. Search and rescue.
(d) Details of the special instruments fitted to the aircraft for the purpose of the flight
trials.
(e) Details of the aerodromes, atmospheric conditions, aircraft weights and other relevant
details relating to the proposed test conditions for the flight trials.
(f) Details, by reference or in full, as applicable, of the methods of correction of test flight
results.
(g) Such other information as the DGCA may require, e,g, flight test techniques, methods
of instrument calibration, methods of presentation of flight test results, and the
methods of preparation of handling and performance information.
2.2.6 The applicant shall intimate to the DGCA in advance so that DGCA representatives
have enough opportunity:
(a) to get familiarized with the aircraft and systems prior to the flight trials;
(b) to participate in these trials;
(c) to make flight test assessments during or after the flight trials;
(d) for scrutiny and acceptance of flight test schedules.
2.2.7 The applicant shall intimate to the DGCA well in advance of the date on which it is
proposed to commence the flight trials.
2.2.8 The aircraft shall be tested in accordance with the approved flight test schedule.
2.2.9 The speeds to be used in the performance tests shall be specified and shall be
compatible with those obtained during the handling tests.
2.2.10 As the flight trials proceed, the applicant shall provide the DGCA with flight test
reports (duly signed by the test pilot) which, when all the flight trials are completed,
will give full particulars and results of all tests specified in the flight test schedule.
The flight test reports shall bear a reference number and shall include the following
particulars in respect of each test:
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(a) The purpose of the particular test, indicating the relevant requirements with which
compliance is to be established.
(b) The relevant test conditions (e.g. loading and configuration of the aircraft, atmospheric
and weather conditions).
(c) A description of the technique used for the flight test.
(d) The relevant behaviour of the aircraft when subjected to the test.
(e) The readings taken during the test together with the corrected results.
(f) The conclusions drawn from the test, including compliance claimed.
2.3 TOTAL FLYING HOURS FOR CERTIFICATION

2.3.1 The minimum number of flying hours to be completed before certification shall be
agreed with the DGCA. In reaching agreement, account will be taken of the design
features of the aircraft, and credit may be given for flying completed in course of
development and during the flight trials. The DGCA shall be consulted before the
commencement of the flight trials so that a suitable program may be agreed.
2.4 The aircraft shall be available for repetition of any of the scheduled flight tests or any
additional tests that the DGCA may consider necessary at any time before the
completion of certification program.
3 GUIDELINES FOR CONDUCTING TEST FLIGHTS

3.1 Test pilot must get himself familiarised with the aircraft including its design features,
limiting speeds, operating limitations, normal and emergency procedures, performance,
aircraft systems, weight and C.G., etc. Flying on motion or non-motion simulators of
aircraft (if available) would be recommended prior to flying the prototype.
3.2 Test pilot/ flight crew should be briefed about-
• the objectives of the flight test,
• the test procedures, test cards, and test sequence,
• design limits (‘g’ values and speeds), cross wind component, permissible
manoeuvres, etc.
• recovery from unusual attitude must be effected at a safe height as specified
in the test program.
3.3 To start with, the test pilot should carry out normal ground handling and flight handling
tests. Only after getting familiarised with the ground handling and flight handling
characteristics, flight tests, after proper briefing from the designer/ test engineer, should
be carried out. Pilot should open up flight envelope in a gradual manner in consultation
with the designer/ DGCA.
3.4 At any given time if any deficiency/ unsafe condition is noticed, the test flight should be
discontinued and the matter be reported to the DGCA for investigation and corrective
action.
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3.5 The test flight schedule should be drawn in line with flight test specifications drawn up by
the design group and approved/ recommended by the DGCA.
3.6 The test flights should be conducted for each appropriate combination of all up weight
and centre of gravity (C.G.) positions in the total range of loading conditions for which
certification is requested, authorised for the type of aircraft, keeping in view the limitation
imposed by the factors like aerodrome altitude/ temperature, runway length etc..
3.7 The aircraft should be properly instrumented for test flight and the instruments be
calibrated before installation. The radio equipment functions correctly as installed in the
aircraft and the operating range is satisfactory.
3.8 Design/ Production organisation shall provide an approved test flight schedule and the
detailed procedure to be followed/observed, while performing the flight test.
3.9 It is also to be ensured that no passenger other than personnel required for the operation
of the flight are on board for the said test flight.
3.10 Engineers and the design personnel, who are required to observe the test flight with
the specific written permission of the management of the organisation, may be permitted
on board during the test flight.
3.11 Prior clearance from ATC is necessary before the test flight.
3.12 It is required that before carrying out the test flight, all necessary arrangements for
fire fighting, casualty clearance and other provisions are kept standby where such flight is
undertaken.
3.13 Spin recovery parachutes should be installed on all aircraft requiring spin testing for
certification in consultation with DGCA. In addition, such installations may be required
for other high angle of attack tests on aircraft where inadvertent spins or deep stalls are
likely during testing.
3.14 The project test pilot(s) should make sure all necessary safety equipment is provided
and that all crew members know and are briefed in the usage of this equipment. The
pilot(s) should anticipate the possible emergencies that could occur for particular test
phase and outline crew duties in the event an emergency is encountered.
3.15 Before the flight test is made, the Chief Inspector/ Quality Control Manager shall
release the aircraft for flight test, after ensuring that all requirements of Aircraft Rules and
those laid down by the Director General of Civil Aviation such as Civil Airworthiness
Requirements have been complied with.
3.16 Besides, the other instructions, guidelines and test procedures prescribed by the
design group/ flight test group for conducting test flights should be adhered to.
Note: Organisation is required to arrange adequate insurance to cover damages to the

aircraft and to third parties as a result of flight tests with the aircraft.
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PART 10

SUB-PART II
SERIES AIRCRAFT- FLIGHT TESTING FOR THE ISSUE OF CERTIFICATE OF

AIRWORTHINESS
1. INTRODUCTION:
Flight tests of series aircraft shall be conducted to establish that the handling
characteristics are satisfactory, climb performance data matches well with the Type
Certificate Data Sheet, the aircraft and its equipment function satisfactorily and the additional
requirements, where applicable, have been complied with.
The qualifications and experience of test pilot and other personnel involved in flight
testing shall be intimated to the DGCA for approval.
2. PRODUCTION FLIGHT TEST SCHEDULE:

The flight tests shall be conducted according to the Production Acceptance Flight Test
Schedule prepared by the Design Organisation and duly approved by the DGCA.
The test schedule shall contain details of the aircraft type to which it refers,
registration number, issue number, and date, and shall include the following:
i. Tests to check performance;
ii. Tests to check handling qualities of the aircraft which shall include a qualitative
assessment of the take-off, an assessment of the trim of the aircraft, the
effectiveness of primary flight controls and trimmers in steady flight, hover
manoeuvres for helicopters, flight at maximum speed, stalls in the take-off and
landing configuration, a qualitative assessment of landing and any other assessment
as the need arises;
iii. Tests to check functioning of the aircraft equipment in flight;
3. GUIDELINES FOR CONDUCTING TEST FLIGHTS

Refer para 3 of sub-part I of this part for detail guidelines.
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NEW DELHI-110003
PART 11
GUIDELINES FOR AED-OFFICERS
Revision 4, Amd. 1

Guidelines for AED officers AED‐HDBK
PART 11

GUIDELINES FOR THE OFFICERS OF AED TO EXAMINE THE
SUBSTANTIATING DESIGN DOCUMENTS RELATED TO ANALYSIS,
STRENGTH TESTING AND CERTIFICATION TESTING FOR SHOWING
COMPLIANCE WITH AIRWORTHINESS STANDARDS/ REQUIREMENTS FOR
THE PURPOSE OF ISSUE OF TYPE CERTIFICATE/ TYPE APPROVAL, ETC.
A) Scrutiny of Substantiating Compliance Document:
Officer in receipt of documents, pertaining to an aircraft for which application has been
submitted to DGCA for issuance of a Type Certificate, should proceed as follows and
verify that:
1. The Applicable Airworthiness Requirements for the product from the application
form for the same and Type Certification Basis Table finalised after discussions with
Design Organisation.
2. The reference to the applicable airworthiness requirements should be quoted on the
cover page of the substantiating document.
3. The signatures of the officials preparing, checking and approving the document
should be checked. It is to be seen that the names of the three officials are different.
The name of official responsible for approving the document should have been
approved as “authorized signatory” by DGCA or Chief of Design and the name
should be checked from Design Organisation Manual submitted by the Organisation.
4. The document should be checked from the point of view whether it provides with
relevant information/substantiation material to comply with the applicable
airworthiness requirement(s) partially or wholly. If the document shows compliance
partially, then the officer should make a note of it and look for other substantiating
document (s) showing compliance to the remaining portion of the requirement.
Substantiating documents must be complete in all respects.
5. Calibration data of test equipment, test set-up, co-ordination of test by DGCA
representative, whether test carried out as per approved test order/test specification or
deviated from approved test order, any unusual deviation of data, etc. should be
verified for correctness of the test results.
6. Officer should check for the correctness of the formulations and methodology utilised
in analysis/calculations from the Advisory Circular/MIL Hand Book/Guidance
Material issued by DGCA or other Civil Aviation Authorities. If possible data should
be compared with the already established data of same class of products to arrive at a
logical conclusion about the correctness of the data.
7. If any deviation from requirement is observed in the document, the same should be
discussed with Senior Officer(s) for clarification on the same. The communication
with design organisation, if required, should be made with the approval of
DDAED/DAED/DDG on file note-sheet with details written thereon.
8. Finally compliance statement documents should be checked for completeness and
accuracy and for signatures of the persons authorised to sign the documents.
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Guidelines for AED officers AED‐HDBK
PART 11

B) Approval of Qualification Test Schedules:
Officer in receipt of Qualification Test Schedule, pertaining to an aircraft

instrument/equipment for which application has been submitted to DGCA for issuance of
a Type Approval, should do the following:
1. Officer should get himself familiarized with instrument /equipment with the help of
drawing, design documents and discussion with designer (s) and senior officers.
2. The types of tests required to be conducted on that particular instrument/equipment.
The guidelines for the tests may be seen as given in RTCA DO – 160 D or MIL
specifications/ TSOs issued by FAA.
3. The order of tests should be as per the guidelines given in the RTCA/MIL/TSO.
4. Adequacy of the Test equipment/test facilities for the Qualification testing of
equipment/instrument should be verified by visiting the proposed test facility.
C) Witnessing of Qualification tests/Ground test:

Officer proceeding to witness Qualification tests/Ground test should proceed as follows:
1. He/ She has familiarized himself fully with the test procedures.
2. Should ensure before the start of test that all the test equipment have valid calibration
tag.
3. He/ She should ensure the presence of authorized Quality Control Manager during the
test.
4. Officer need not participate during entire test duration, but he/she should witness the
critical phases of the test and functional tests carried out after a particular test.
5. Any abnormality noticed, should be brought to the notice of Chief of Design and
Chief of Quality Control.
6. Officer returning after witnessing a qualification test/ground test should submit the
brief details of test witnessed and observations pertaining to the test to
DDAED/DAED in writing.
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NEW DELHI-110003
PART 12
ADVISORY CIRCULARS- AED
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Advisory Circulars – AED AED-HDBK
PART 12

CONTENTS
SUBJECT PAGE
1.0 ADVISORY CIRCULAR NO. 01 OF 2001 - Approval of Test Pilots 2
2.0 ADVISORY CIRCULAR NO. 01 OF 2002-Approval of Microlight

Aircraft Test Pilots 6
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ADVISORY CIRCULAR NO. 01 OF 2001
Approval of Test Pilots
1. INTRODUCTION:
1.1. Flight testing of Prototype, Production and In-Service aircraft needs to be undertaken
for assessing the characteristics, performance and functioning of various systems to
determine whether they meet the prescribed standards. The conduct of these flight
tests may encounter unforeseen and difficult situation and thus requiring a very high
degree of training and piloting skill. In this connection Indian Aircraft Rule 6C
empowers the DGCA to authorise the holder of a licence to fly the aircraft not entered
in the aircraft rating of the licence, for the purpose of testing or for specific purpose
non revenue, non passenger carrying flight subject to the terms and conditions of
such authorisation, and the authorisation shall be limited in validity of the time needed
to complete the flight testing or the specific flight: Provided that the holder of the
licence produces evidence to show that he meets the requirements of competency as
laid down by Director General for undertaking such flight. This Advisory Circular has
been issued in accordance with the requirements of this rule.
1.2. This Advisory Circular specifies the requirements to be met by test pilots before they
can be considered for authorisation by the DGCA under Sub rule 6C to undertake test
flights of:
a. Prototype aircraft;
b. Production aircraft; and
c. In-service aircraft.
2. REQUIREMENTS FOR AUTHORISATION OF TEST PILOTS:

2.1. PROTOTYPE AIRCRAFT TEST FLIGHTS:
2.1.1. Prototype test pilot should have current Commercial Pilot Licence [CPL
(Aeroplanes)/ CPL(Helicopters)] as applicable.
2.1.2. The pilots seeking approval for conducting test flights of prototype aircraft must have
successfully qualified as an experimental pilot for Fixed/Rotary Wing as applicable
from a recognised test pilot school such as ETPS, U.K; EPNER, France; PIUXT River
ETPS Air Force test pilot school, USA; or the ASTE, Bangalore, India.
2.1.3. The prototype test pilots must have the engineering/developmental flight test
experience for the purpose of establishing the basic airworthiness of aircraft or
component or parts in the experimental/developmental stage. A military experience
would be acceptable provided the applicant has a proper knowledge of Civil Aviation
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Requirements, Standards and practices. For this purposes he will be required to pass
the oral examination to be conducted by DGCA.
2.1.4. The test pilots must have the experience including the basic stability, controllability
and performance testing to determine compliance with civil requirements. The
prototype test pilot should involve in understanding the aircraft systems, operating
limitations, ground handling and flight handling characteristics, normal and
emergency procedures and performance of the aircraft, well in advance in the
developmental stage.
2.1.5. Prototype test pilot should have a minimum of three years flight test experience of
working in a reputed flight test organisation. In addition, he should have made three
take-off and landing during the last 90 days as a familiarization training in a
piston/propeller/jet aircraft as applicable.
The following experience may be considered while approving the test pilot for test
flying the prototype aircraft.
The experience in production quality control testing of airworthiness certificated
aircraft or flight testing of overhauled aircraft or equipment for which the basic
airworthiness has already been established (maintenance tests).
2.1.6 Test pilots must have the following minimum experience;
1. Total flight time - 1750 hrs
2. Flight time as Pilot-in-Command (PIC) on all types - 1150 hrs
3. Instrument flight time (simulated and actual)- 75 hrs
4. Night flight time - 75 hrs
5. Total flight time during preceding three months - 10 hrs
2.1.7 Normally the test flights are carried out in VFR (Visual Flight Rules) conditions. In
case the aircraft is to be flight tested for clearance of IFR (Instrument Flight Rules)
operations, the prototype aircraft test pilot should have current IFR rating.
2.1.8 Prototype test pilots must possess a valid certificate of medical fitness acceptable to
Director General of Civil Aviation.
2.2 PRODUCTION AIRCRAFT FLIGHTS:

2.2.1. The pilots seeking approval of production test pilots should have:
a) Current Commercial Pilot Licence [CPL (Aeroplanes)/ CPL(Helicopters)] for test
flying aeroplanes/helicopters having maximum certified take-off mass of not
exceeding 5700 kgs. as applicable; or
b) Current Airline Transport Pilot Licence [ALTP (Aeroplanes)/ALTP (Helicopters)]
for test flying aeroplanes/helicopters having maximum certified take-off mass in
excess of 5700 kgs. as applicable;
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c) Production test pilots should have undergone familiarisation with prototype test
pilots.
Test Pilots must have the following minimum experience;
a) For single-engine aircraft:
1. Total flight time as PIC on all types - 500 hrs
2. Flight time as PIC on type/similar aircraft type - 100 hrs
3. Flight time as PIC on type or similar aircraft types
during the preceding three months - 10 hrs
b) For multi-engine aircraft:

2. Flight time as PIC on multi-engine aircraft - 500 hrs
4. Flight time as PIC on type or similar aircraft
2.2.2. Normally the test flights are carried out in VFR (Visual Flight Rules) conditions. In
operations, the production aircraft test pilot should have current IFR rating.
2.2.3. Production test pilots must possess a valid certificate of medical fitness issued by the
Director General of Civil Aviation during the period of authorisation.
2.3. IN-SERVICE AIRCRAFT TEST FLIGHTS:

2.3.1 Test pilots for authorisation for test flights of in-service aircraft must meet the
requirements given below;
a) Current CPL (Aeroplanes)/CPL (Helicopter) for test flying
aeroplanes/helicopters having maximum certified take-off mass of not
exceeding 5700 kgs. as applicable; or
b) Current ALTP (Aeroplanes)/ALTP (Helicopters) for test flying aeroplanes/
helicopters having maximum certified take-off mass in excess of 5700 kgs.
2.3.2 Test pilots must have the following minimum experience;
a) For single-engine aircraft:
1. Total flight time as PIC on all types - 500 hrs
3. Flight time as PIC on type or similar aircraft types
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b) For multi-engine aircraft:
2. Flight time as PIC on multi-engine aircraft - 750 hrs
4. Flight time as PIC on type or similar aircraft
2.3.3 Normally the test flights are carried out in VFR (Visual Flight Rules) conditions. In
operations, the in-service aircraft test pilot should have current IFR rating.
2.3.4 In-service aircraft test pilots must possess a valid certificate of medical fitness issued
by the Director General of Civil Aviation during the period of authorisation
3. GENERAL:
3.1 In case sufficient number of test pilots are not available for being authorised as
prototype/production/in-service aircraft test pilots, the DGCA may, upon request,
relax any of the aforesaid requirements, if in the opinion of the DGCA, pilots are
otherwise well qualified.
sd/
(B.K.JOSHI)
DEPUTY DIRECTOR GENERAL (R&D)
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ADVISORY CIRCULAR NO. 01 OF 2002
Approval of Microlight Aircraft Test Pilots
1.0 INTRODUCTION:
1.1. Flight testing of prototype, production and in-service microlight aircraft needs to be
undertaken for assessing the ground handling and flight handling characteristics,
aircraft performance and functioning of various systems to determine whether they
meet the prescribed standards. The conduct of these flight tests may encounter
unforeseen and difficult situations, thus requiring a very high degree of training and
piloting skill. In this connection Indian Aircraft Rule 6C empowers the DGCA to
authorise the holder of a licence to fly an aircraft not entered in the aircraft rating of
the licence, for the purpose of testing or non passenger-carrying flight subject to the
terms and conditions of such authorisation, and the authorisation shall be limited in
validity to the time needed to complete the flight testing or the specific flight:
Provided that the holder of the licence produces evidence to show that he meets the
requirements of competency as laid down by Director General for undertaking such
flight. This Advisory Circular has been issued in accordance with the requirements of
this rule.
1.2 This Advisory Circular specifies the requirements to be met by test pilots before they
can be considered for authorisation by the DGCA under Sub rule 6C to undertake
test flights of:
a. Prototype microlight;
b. Production / In-service microlight ;
2.0 REQUIREMENTS FOR AUTHORISATION OF MICROLIGHT

AIRCRAFT TEST PILOTS:
2.1 PROTOTYPE MICROLIGHT AIRCRAFT TEST FLIGHTS:
2.1.1. Prototype test pilot should have a current Pilot’s Licence (Microlight) issued by
DGCA.
2.1.2. The prototype test pilots must have the engineering / developmental flight test
experience for the purpose of establishing the basic airworthiness of microlight or
components or parts in the experimental / developmental stage.
2.1.3. The test pilots must have the experience including the basic stability, controllability
and performance testing to determine compliance with the applicable requirements.
The prototype test pilot should involve in the microlight systems, operating
limitations, ground handling and flight handling characteristics, normal and
emergency procedures and performance of the aircraft, well in advance in the
developmental stage.
2.1.4. Prototype test pilot should have a minimum of three years flight test experience of
working in a reputed flight test organisation. In addition, he should have made three
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take-offs and landings during the last 90 days as a familiarization training in an
applicable microlight aircraft.
The experience in production quality control testing of certificated microlight

aircraft or flight testing of overhauled microlight aircraft or equipment which have
been accepted may be credited towards the flight time experience requirements
(maintenance tests).
2.1.5 Test pilots must have the following minimum experience:

2. Flight time as Pilot-in-Command (PIC) on all types - 500 hrs
3. Total flight time as PIC during preceding three months - 5 hrs
2.2 PRODUCTION / IN-SERVICE MICROLIGHT AIRCRAFT TEST FLIGHTS:

2.2.1 The pilots seeking approval of production test pilots should have:
a) Production/ In-service microlight test pilot should have a current Pilot’s Licence
(Microlight) issued by DGCA.
b) Production / In-service test pilots should have undergone familiarisation / briefing
with a prototype test pilot / a more experienced production test pilot.
2.2.2 Test Pilots must have the following minimum experience:

2. Flight time as Pilot-in-Command (PIC) on all types- 300 hrs
3. Flight time as PIC on microlight
3.0 GENERAL:
3.1 The test flights should be carried out in day VFR (Visual Flight Rules)
conditions only.
3.2 Pilots should obtain security clearance as per the rules.
3.3 Test Flights should be carried out with in the specified aerodrome and in co-
ordination with the officer-in-charge of the aerodrome.
3.4 Prototype / Production / In-Service test pilots must possess a valid certificate of
medical fitness acceptable to Director General of Civil Aviation.
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3.5 No unauthorized person should be carried on board the aircraft when conducting
the test flights.
3.6 Necessary insurance cover should be provided by the manufacturer for the test
pilot, the aircraft and damages to the third party property.
3.7 Manufacturer / Operator is entirely responsible for safely conducting the test
flights.
sd/
(B.K.JOSHI)
DEPUTY DIRECTOR GENERAL (R&D)
******

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HANDBOOK OF PROCEDURES

AIRCRAFT ENGINEERING DIRECTORATE

AIRCRAFT ENGINEERING DIRECTORATE

Subject : HANDBOOK OF PROCEDURES - AED-HDBK, Revision -4.

The objective of this Handbook of Procedure is to establish the general principles to

This “Handbook of Procedures, AED-HDBK, Revision 4” has been issued for

Amendment Date of Description Incorpora-

Effective from: 15‐02‐2010 i AED‐HDBK

Amendment / Date of Description Incorporated by

Text added Appendix B, C and

2.Part IV, V and VI are retained and Part 10 to Part 12

Effective from: 21‐12‐2011 ii AED‐HDBK

• PART 1 : TYPE CERTIFICATION PROCEDURE / RESTRICTED TYPE

• PART 2 : SUPPLEMENTAL TYPE CERTIFICATION PROCEDURE (STCP)

• PART 3 : TYPE CERTIFICATE CHANGE AND REPAIR APPROVAL PROCEDURE

• PART 4 : PROCEDURE FOR CONTINUING AIRWORTHINESS OF TYPE

• PART 5 : DESIGN ORGANISATION APPROVAL PROCEDURE (DOAP)

• PART 6 : ALTERNATIVE APPROVAL PROCEDURE FOR DESIGN

• PART 7 : PROCEDURE FOR APPROVAL OF FLIGHT CONDITIONS FOR ISSUE

• PART 8 : PROCEDURE FOR VALIDATION / ACCEPTANCE OF TYPE

• PART 9 : PROCEDURE FOR ITSO AUTHORISATION

• PART 10 : FLIGHT TEST GUIDE

• PART 11 : GUIDELINES FOR AED-OFFICERS

• PART 12: ADVISORY CIRCULARS- AED

Effective from: 15‐02‐2010 iii AED‐HDBK

AIRCRAFT ENGINEERING DIRECTORATE

Type Certification Procedure (TCP) / Restricted Type

2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS 4

2.1 Acceptance of application 4

5 INTERFACES WITH OTHER ACTIVITIES 10

Effective from: 15.02.2010 1 AED‐HDBK

Subject Page number

6.1 Panel of Experts 11

7.0 Guidelines for issue of Noise Certificate 13

8.0 Cancellation, Suspension or endorsement on type certificate 14

0.2 Abbreviations / Terminology

Effective from: 15.02.2010 3 AED‐HDBK

2 APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS

Effective from: 15.02.2010 4 AED‐HDBK

Effective from: 15.02.2010 6 AED‐HDBK

Effective from: 15.02.2010 7 AED‐HDBK

Effective from: 15.02.2010 8 AED‐HDBK

Effective from: 15.02.2010 9 AED‐HDBK

6.2 Resolution of disagreements

Effective from: 07.07.2010 12 AED‐HDBK

(a) Engine and/or Propeller Installation Drawing and Manual

Effective from: 15.02.2010 13 AED‐HDBK

8.0 Cancellation, Suspension or endorsement on type certificate.

Effective from: 15.02.2010 14 AED‐HDBK

AIRCRAFT ENGINEERING DIRECTORATE

Supplemental Type Certification Procedure (STCP)

Effective from: 15.02.2010 AED‐HDBK

Effective from: 15.02.2010 AED‐HDBK

Effective from: 15.02.2010 AED‐HDBK

ESF Equivalent Safety Finding

2. APPLICATION AND ALLOCATION OF TECHNICAL INVESTIGATION TASKS

Effective from: 15.02.2010 AED‐HDBK

2.2 Allocation of technical investigations tasks