(1) French & Vierck, Fundamentals of Engineering Drawing, pp. 365-6, McGraw- Hill, Inc., 1960
(2) Drawing Requirements Manual, and Airframe and Power Mechanics General Handbook, Chapter 2, -- U.S. Government Printing Office, and
(3) Global Engineering Documents, 2625 Hickory Street, Santa Ana, CA 92707;
telephone 1-800-854-7179.
CHAPTER 6. INSPECTIONS
6-1. General. 14 CFR part 21, subpart B, requires you to allow us to conduct any conformity and compliance inspections we deem necessary during type certification. This chapter describes the conformity and compliance inspections required during STC certification projects.
6-2. Conformity Inspections.
a. The FAA performs conformity inspections to verify that: a product, component or modification conforms to the data submitted to us; the product being certificated conforms to the type design; and the product can be replicated using the type design data (See 14 CFR § 21.33). These inspections physically compare the component or modification to the engineering specifications, drawings, and the airworthiness standards. If the drawing or specification is not clear, we can’t complete the conformity inspection. Conformity inspections should be successfully completed before any official FAA tests (ground or flight) are conducted.
We use these forms internally to request inspections:
(1) FAA Form 8120-20, Request for Conformity,
(2) FAA Form 8110-1, Type Inspection Authorization.
b. We use FAA aviation safety inspectors (manufacturing), FAA-authorized designated manufacturing inspection representatives (DMIR), or manufacturing DARs to accomplish conformity inspections. FAA aviation safety inspectors are located at MIDOs. Each MIDO serves a geographic area. For a list of MIDO offices, ask your ACO.
c. Test articles are built in accordance with engineering data. All components that are to be part of an initial STC modification and require tests other than flight (structural, fuel flow, and others) require a complete part conformity inspection before you start the test, unless you gain prior authorization to allow a post test conformity inspection. All modifications that require flight testing must have a completed conformity inspection in accordance with the TIA, be tagged (FAA Form 8130-3, Airworthiness Approval Tag), and have a satisfactory installation conformity before FAA ground or flight tests can be conducted.
d. Our manufacturing aviation safety inspector may conduct progressive inspections at appropriate intervals during the modification process, if this is coordinated early in the project.
6-3. Compliance Inspections. FAA engineering or AEG personnel, or an authorized DER, arrange and conduct these compliance inspections to verify that a particular component or modification to an existing design meets the airworthiness requirements of the applicable 14 CFR parts or CARs through a combination of specification review and physical inspection of the component, installation, or product.
6-4. Parts Manufacturer Approval (PMA) and Production Inspections. If you manufacture production parts before obtaining a “multiple” STC, maintain control over all manufactured 57
"production parts" (parts that were, or will be, produced) until you gain FAA approval of the STC and production approval. Do not ship production parts produced before PMA approval.
Design changes may require additional certification testing or modifications to the parts. The MIDO will only do conformity inspections on parts required for ground or flight tests required to obtain STC approval. They will not inspect production parts. See AC 21-32, Control of Products and Parts Shipped Prior to Type Certificate Issuance. The order that governs the issuance of PMA is Order 8110.42, Parts Manufacturer Approval Procedures.
CHAPTER 7. TYPE INSPECTION AUTHORIZATION
7-1. General. The TIA details and authorizes our required conformity and airworthiness inspections, and the ground and flight tests necessary to fulfill the requirements for certification.
It may also contain an operational and maintenance requirements section. Your ACO prepares the TIA coordinating with the appropriate FAA engineering, manufacturing inspection, and flight test organizations. After the examination of the technical data is complete and the flight test risk management assessment is performed we will issue the TIA. FAA certification flight testing commences only after you successfully complete your flight tests, we issue the TIA, and we complete section 18A of the TIA form.
7-2. FAA Form 8110-1, Type Inspection Authorization. This TIA form is the cover page providing basic information: your name, aircraft type, certification basis, nature of the type design or modification, certification project number, and internal FAA coordination information.
7-3. TIA Description. The second page covers general information, including a description of the type design or modification and unique features or special interfaces. This section may list the applicable 14 CFR rules or FAA policy, or both, to which compliance will be shown.
7-4. TIA Section 18, Part I. This section has conformity instructions for the FAA manufacturing inspection to verify that the modification conforms to your approved design data.
This section may outline any other ground inspections and tests required by our engineering staff. It will also specify that an experimental airworthiness certificate is required. We also use this section to delegate the tests and inspections to DARs, DMIRs, and/or DERs.
7-5. TIA Section 18, Part II. This section requests that the FAA perform specific flight tests to demonstrate that the aircraft or aircraft modification complies with our regulations. The flight test plan you submitted for our approval is typically referenced or included in this section of the TIA. Your flight test plan should contain cl ear, detailed procedures allowing the FAA crew to conduct the flight test and determine whether the aircraft passes or fails. This section is also used to delegate the flight testing to flight test pilot and flight test analyst DERs. We also use this section to evaluate the flight manual supplement and any other instruments used during this TIA flight test.
7-6. TIA Section 18, Part III. This section is for requesting the AEG (our certification and flight standards liaison) to perform specific tests to demonstrate that the aircraft or aircraft modification complies with the FAA regulations. This section also is needed when the nature of the type design or type design change may affect the pilot type rating, procedures, pilot training program, master minimum equipment list (MMEL), or the aircraft maintenance procedures.
7-7. Supplemental Type Inspection Report (STIR). We (or a DER, if delegated), prepare the STIR on FAA Form 8110-26, documenting the results after satisfactorily completing all TIA inspections and tests. Results are reported by the individuals who performed the inspections and tests: the FAA manufacturing aviation safety inspector for conformity inspections and tests, (or authorized designee), and the FAA test pilot and flight test engineer, (or authorized DER), for 59
compliance inspections, ground tests, and flight tests. If a designee prepares the STIR, they submit it for our review and approval.
CHAPTER 8. TESTS
8-1. General. Depending on how complex the project is, we may require several types of testing for an STC. Before any certification testing, we or our DER must have approved the test plan and the test article must have a complete part and installation conformity inspection. See chapter 6.
8-2. Component Tests. Before completing the modification or installation, you may have to verify by testing that certain detail parts, components, or subassemblies meet the applicable regulations. Submit a test plan for each certification test to us for review to preclude unnecessary or unacceptable tests. Upon approval of the test plan, the FAA project engineer will issue FAA Form 8120-10, Request for Conformity, for inspection on the test fixture and test article(s) to the MIDO. The MIDO (or designee) will do the conformity inspection. The tests should then be witnessed by either the FAA project engineer or an authorized DER.
8-3. Ground Tests.
a. You may have to complete electromagnetic interference (EMI), environmental, fuel flow, structural, or similar ground tests when the modification or installation is complete.
Submit a test plan for all such tests to us for review and approval before testing. See chapter 7.
b. Aircraft that employ electronic engine controls, commonly named full authority digital electronic/engine controls (FADEC), are recognized to be more susceptible to EMI than aircraft with only manual (non-electronic) controls. For this reason, you must demonstrate that the critical function components of the system under consideration, continue to perform their intended function during and after exposure to required electromagnetic fields. We may accept deviations from system specifications, but those must be independently assessed by the FAA/DER on a case-by-case basis.
8-4. Flight Tests.
a. Applicant flight testing happens before we issue the TIA. We will review your flight test reports, and repeat some or all of the tests as necessary. Those tests we repeat will be identified and performed per the TIA.
b. We will perform flight tests for modifications which could affect the aircraft’s performance, flight characteristics, powerplant operation, and/or overall handling qualities.
Changes to systems, equipment, instrumentation, and flight manuals may also require flight tests.
Any modification which may affect the noise signature and/or navigation of the aircraft (including performance changes) will usually require fight testing. The FAA project engineer can give you general information on the types of tests that may be required.
Note: Our successful completion of the TIA tests is one of the final steps to STC issuance.
c. Applicant testing.
(1) Research and development flight tests are to ensure that the design changes comply with the applicable 14 CFR parts. We don’t participate in, or witness these tests.
However, we will discuss them with you and offer guidance, so your tests can be made meaningful and safe.
(2) Base your flight test plans on your knowledge of the modification and development tests, and on the certification basis. Include recommended tests, instrumentation to be used, necessary safety equipment, data acquisition and reduction methods. We will issue the TIA upon approval of the test plan and the descriptive and compliance data, after we establish conformity with the data, and complete our risk management process.
Note: After you successfully complete the inspection and test requirements, submit your flight test report to us for review.
d. FAA testing may include repeating some tests, partially or completely, to verify compliance with the certification requirements. Our testing may be done by an FAA pilot or an authorized DER flight test pilot.
e. Before FAA testing, we (or our designee) do the installation conformity inspection of the modified aircraft used for flight tests. If we find discrepancies, you must correct them, plus repeat any test that could have been influenced by the discrepancy.
f. Current and accurate aircraft weight, and the center of gravity (CG) location, is extremely important to ensure that the modified aircraft can be loaded to the critical weight and CG limits for flight testing. The flight test aircraft should be weighed and witnessed by an FAA representative before testing begins. If appropriate, you can determine the aircraft weight and CG by analysis. We will verify the resulting weight and balance determination. After we find it accurate, use it for all subsequent flight test weight and CG calculations.
g. Securely restrain any temporary ballast necessary for flight testing, so it withstands the inertial loads caused by a survivable emergency landing. A preferred form of ballast is small, solid pieces of a high density metal (lead, cast iron, or steel) fixed to the structure or in a suitable container fixed to the structure. We don’t accept using passengers as ballast. FAA approval of ballast installation for FAA flight testing will be required before the TIA may be issued.
h. Instrument calibration, when required, should be done by an approved instrument repair inspector with calibration cards provided by the instrument supplier before the FAA flight test program Types of instruments to be calibrated may include altimeters, tachometers, temperature gauges, and airspeed indicators. Do the flight test within 3 months of calibration. However, on critical items, do the flight test within 30 days of calibration.
Note: You may have to calibrate the entire airspeed system before flight testing.
i. Demonstrate rapid emergency egress provisions to the FAA inspector and pilot for acceptability before FAA flight tests. If requi red, provide properly packed parachutes, with current repack dates, to the FAA. Parachutes ar e to be selected appropriate for aircraft test speeds and test pilot weight.
j. We will issue an experimental airworthiness certificate or special flight permit before you operate any aircraft that lacks a valid STC, or does not conform to its STC. Although the operations may eventually lead to a STC, you may conduct them only as a matter of research, or to show compliance with the appropriate 14 CFR.
k. Provide a draft flight manual supplement, if required, to us before any flight tests.
After FAA flight testing, finalize the draft and submit it for FAA review and approval. For information on how to format and prepare flight manual supplements see the following ACs:
• 23-8, Flight Test Guide for Certification of Part 23 Airplanes,
• 25-7, Flight Test Guide of Transport Category Airplanes ,
• 25.1581-1, Airplane Flight Manual,
• 27-1, Certification of Normal Category Rotorcraft, and
• 29-2, Certification of Transport Category Rotorcraft.
l. Check the aircraft TCDS to identify the FAA-approved aircraft flight manual, if appropriate. For many older aircraft, the TCDS states that placards and markings are required instead of a flight manual. Do not assume that your pilot handbooks or the manufacturer flight manual are FAA-approved. They may not be.
8-5. Simulator Tests. We may require simulator tests for certain projects. Submit all such test plans to us for review and approval.
CHAPTER 9. ADMINISTRATIVE ACTIONS
9-1. Cancellation of a Project. If projects are inactive for more than 6 months we may cancel them, notify the applicant and return the data. An applicant can re-start the cancelled project by resubmitting an application.
9-2. Issuance of an STC. Once all required inspections and tests are completed and we’ve verified compliance with the applicable regulations, we can prepare and issue the STC, FAA Form 8110-2, Supplemental Type Certificate. We will complete the Supplemental Type Inspection Report (STIR) within 90 days after issuing the certificate.
9-3. Re-Issuance of an STC. Notify the issuing ACO in writing to reissue an STC for either a name change, address change, or to correct typographical errors. Endorsement is required for a name change. Return the original STC to the issuing ACO.
9-4. Transferring Ownership of an STC. If you are an STC holder, we recommend that you notify the issuing ACO in writing 30 days prior to the transfer in order to facilitate the transfer.
After the notification timeframe, endorse the back of the original STC and submit it to the issuing ACO shown on the front of the certificate. If an STC was issued to an organization, include an affidavit certifying the organization’s authorization to execute the transfer on their behalf. We will then:
a. Cancel the endorsed STC and file it in the STC data file.
b. Reissue the certificate in the name of the new holder, retaining the same STC number, the original application date, the original issue date, and the new reissue date.
c. Forward the data file on the STC to the ACO covering the new holder’s facilities if the new holder is located in another geographic area. We instruct the new holder to contact the appropriate geographic ACO responsible for all matters concerning the STC and the appropriate geographic MIDO for matters concerning any PMA activity with the STC.
d. If the transfer is planned to an organization outside the United States, we will notify and begin the necessary coordination process with the applicable foreign authority.
9-5. Use of an Available STC.
a. If you as an STC holder agree to permit another person to use the certificate to modify an aircraft, aircraft engine, propeller or appliance, you must give written permission, in a form acceptable to the Administrator, to each person making alterations based on the STC. If you make the alterations to your own aircraft, aircraft engine, propeller, or appliance only, the permission statement provision does not apply. See 49 U.S.C. § 44704.
b. The installer, mechanic, or repair station which obtained permission directly from you to use the STC must furnish a copy of your permission statement to the modified product owner or operator before completing the alteration. See 49 U.S.C. § 44704.
c. A copy of each permission statement should be retained by the STC holder, installer, and the owner or operator of the product on which an STC alteration is installed.
d. Enter the following notification statement on page one of Form 8110-2 under the “Limitations and Conditions” section, directly ahead of the statement “This certificate and the supporting data...”: “If the holder agrees to permit another person to use this certificate to alter the product, the holder shall give the other person written evidence of that permission.”
e. The permission statement you issue, to be acceptable to the Administrator, should contain at least the following:
(1) A written statement of the agreement specifying the product(s) to be altered.
(2) The STC number.
(3) The person(s) you are allowing to use the STC.
Note: You may list other information if you wish, such as the effective date, how many times the STC may be used for fleets of aircraft, and so forth.
9-6. Amendments to an STC.
a. “Multiple” STCs may be amended to add new models and show revised data. We amend the certificate with the original STC number and an amendment date. We place that amendment date in the “Date Amended” block.
b.“One-only” STCs will not be amended to become “multiple” STCs. We do not issue new “one-only” STCs for the same modification by the same applicant. If you want a “multiple” STC for the same type “one-only” STC installation, you should upgrade the data and apply for a separate new “multiple” STC with a new STC number. As with any other “multiple” STC application, submit sufficient data to verify that manufacturing and installation of the design may be duplicated on the subsequent aircraft, engines, or propellers.
9-7. Duration of an STC. An STC is effective until surrendered, suspended, revoked, or terminated (if we have set a termination date).
9-8. Loss of an STC. Notify the local ACO immediately in writing, of losing an STC and the circumstances. We will issue a duplicate STC, retaining the original number. A statement on the face of the STC will identify it as a replacement. If you find the original certificate later, return it to the FAA ACO for processing and retention in the STC records. Under no circumstances should you keep two original certificates with the same STC number.
CHAPTER 10. SPECIAL CONSIDERATIONS FOR U.S. STCs USING FOREIGN-
REGISTERED TEST AIRCRAFT 10 - 1. General.
a. The fundamental requirements for an STC are the same, whether the aircraft is U.S.- registered or foreign-registered. If you are an applicant, provide adequate descriptive data and compliance data to substantiate the design change.
b. An ACO can accept an STC project using foreign-registered test aircraft, but special considerations apply. You must meet all FAA requirements for the design change. You may have additional requirements imposed by the State of Registry in accordance with ICAO Annex 6, since the State of Registry must accept all modifications to an aircraft’s type design.
c. Current STC requirements include:
(1) The test aircraft must be an FAA type-certificated aircraft.
(2) The project must have the full cooperation of the State of Registry including an agreement to return the aircraft to service.
(3) You are responsible for the test aircraft’s configuration which should conform to an FAA type-certificated configuration in all aspects that concern the design change.
(4) The aircraft should be eligible for a standard airworthiness certificate.
10 - 2. Special Considerations for an Applican t Using a Foreign-Registered Test Aircraft.
a. Notify your ACO as soon as possible in order to minimize delays in any project contemplating use of a foreign-registered test aircraft. You are responsible for full disclosure of project details to the civil aviation authority (CAA) of the State of Registry through the ACO.
b. If the modification work is to be performed outside the United States, you must include details of the installation plan in the application package, and we will notify the CAA of the country where the modification work is being performed and the CAA of the State of Registry if they are not the same.
c. You are responsible for coordinating any designee overseas travel with the ACO. The CAA where the aircraft is located must be notified by us and must agree to the use of our designees to work in their country.
d. If flight testing is required for the approval, you are also responsible for determining whether the State of Registry's requirements for flight test pilots differ from U.S. requirements.
You should propose to us how these test pilot requirements will be met. Also, for testing within the United States, you will need us to issue a special flight authorization.
e. The airworthiness configuration of the foreign-registered aircraft is your responsibility. This includes responsibility for the interface between the proposed type design change and all prior modifications. Ensure that you have complete records on the aircraft's prior modifications.
10 - 3. Special Considerations for the FAA ACO.
a. We direct ACOs to be aware that when they accept a modification, the State of Registry may require regulatory compliance findings to other standards, such as joint aviation requirements (JARs) or EASA certification specifications (CS). Your designees should be authorized to make findings to the State of Registry’s regulations.
b. We instruct ACOs to review your proposal for any potential undue burden issues stemming from foreign manufacturing. The ACOs use Order 8100.11, Developing Undue Burden and No Undue Burden Decision Papers Under 14 CFR Part 21, paragraph 10.
c. Once we issue the STC (as in the case of a U.S.-registered aircraft) you, as the owner of the STC, are responsible for continued airworthiness support.