1.

EASA: European Aviation Safety Agency, Founded in 2002 having headquarters in Colonge,
Germany is responsible for civil aviation safety by standardizing the laws and regulations for
certifications for all the member states by legislation and coordinates with similar organizations
in other parts of the world.

2. Part 21-J: Part 21 means the requirements and procedures for the certification of aircraft and
related products, parts and appliances, and of design and production organizations. Now J is the
Subpart of Part 21 which only focuses on Design organization approval.

3. Part25: These Certification Specifications are applicable to turbine powered Large Airplanes.

4. DOA: Design Organization Approval for Airbus, Comes under the Part 21. The organizations which
provides the repairs schemes etc under the part 21 approval.

5. ICAO: The International Civil Aviation Organization (ICAO) is a UN specialized agency, established
by States in 1944 to manage the administration and governance of the Convention on
International Civil Aviation

6. FCD: ( Flight Condition Document) is used to issue a permit to fly : The FCD is an EASA approved
document used when the compliance to the applicable airworthiness requirements cannot be
demonstrated but the aircraft is capable of safe flight. Airbus provides approved data defining
the required flight conditions to perform a safe flight. FCD is also used when the flight to be
operated is outside the approved operational envelope, or is a confidence flight as part of the
airworthiness demonstration.

7. ASAC: Airbus may issue an Airbus Statement of Airworthiness Compliance (ASAC) to justify that
an aircraft could fly although it does not comply with a particular Airworthiness Directive, an
Airworthiness Limitation Section Item, a MRB task, a Time Controlled Item task, or the
Configuration Deviation List (CDL) item, if the associated airworthiness justifications and existing
compliance document are available at Airbus. It needs approval from NAA.

8. Concession / Rework: Airbus May grant the concession for flying of the Aircraft If requested and if
accepted to Airbus when a permanent repair cannot be performed or the Aircraft is in a remote
situation.

9. AD: Airworthiness Directives (ADs) are legally enforceable rules issued by the Regulatory
Authority of the Design Country to correct an unsafe condition in a product. ADs may be divided
into two categories: Those of an emergency nature requiring immediate compliance prior to
further flight, and those of a less urgent nature requiring compliance within a specified period of
time.

10. NPRM: A notice of proposed rulemaking (NPRM) is a public notice issued by law when one of the
independent agencies of the United States government wishes to add, remove, or change a rule
or regulation as part of the rulemaking process. It is an important part of United States
 administrative law which facilitates government by typically creating a process of taking of public
comment.

11. AMOC: An Alternative Method of Compliance (AMOC) is an EASA approved deviation to any Rule
e-g AD. It is a different way, other than the one specified in an AD, to address an unsafe condition
on products, parts and appliances. An AMOC must provide a level of safety equivalent to the level
of safety to be restored by compliance with the original AD.

AMOCs may be issued in respect of, but are not necessarily limited to, the following:

- Alternative modifications,
- Alternative inspection procedures,
- Alternative maintenance intervals and/or procedures,
- Specific operating procedures or limitations, etc.

12. WV: Weight Variant is defined by MTOW, MLW and MZFW. WV parameters may have certain
influence on fatigue life of structural repairs and allowable damage limits. To differentiate fleet
per WV allows us to maximize allowable damage and simplify repairs. WV can be changed by
incorporating SB's. Increasing WV-Post SB WV has to be followed in the later life. Decreasing WV-
Highest WV before SB has to be followed in the later life.

13. MSN: Stands for Manufacturer Serial Number, for most manufacturers these numbers are
assigned in ascending order by production date and all the constituent assemblies are linked as
per the MSN.

14. ATA: Air Transport Association, ATA 100 contains the reference to the ATA numbering system
which is a common referencing standard for commercial aircraft documentation. This
commonality permits greater ease of learning and understanding for Engineers, Pilots Etc. The
standard numbering system was published by the Air Transport Association on June 1, 1956. In
2000 the ATA Technical Information and Communications Committee (TICC) developed a new
consolidated specification for the commercial aviation industry, ATA iSpec 2200. It includes an
industry-wide approach for aircraft system numbering, as well as formatting and data content
standards for documentation output. The main objectives of the new specification are to
minimize cost and effort expended by operators and manufacturers, improve information quality
and timeliness, and facilitate manufacturers' delivery of data that meet airline operational needs.

15. SB: A Service Bulletin is the document used by manufacturers of aircraft, their engines or their
components to communicate details of modifications which can be embodied in aircraft. In some
cases, these may be issued as a Mandatory SB (or MSB) in which case a corresponding
Airworthiness Directive (AD) will be issued by the appropriate NAA. And in some cases only an
inspection SB can be issued. Categories of SB:
-MANDATORY: This category is allocated if the accomplishment is or will be rendered mandatory
through an Airworthiness Directive or coming Airworthiness Directive issued by the EASA to
ensure adequate safety level in accordance with JAR39. The timescale/limitation contained in the
relevant (or expected) Airworthiness Directive is referenced u n d e r “Accomplishment
Timescale” within the “COMPLIANCE” chapter.
 -RECOMMENDED: This category covers major enhancements regarding aircraft operation:
 Operation: modifications which significantly improve the level of airworthiness compliance
regarding combined failure modes/system issues identified during aircraft operation.
 Maintenance: modifications which provide terminating action on disruptive inspections,
mandatory or otherwise; or prevent costly repairs
Airbus strongly encourages that operators/owners accomplish the Service Bulletins in this
category in accordance with the recommended timescale so as to upgrade the affected aircraft to
the latest available standard
-Optional: This c a t e g o r y is allocated if the Service Bulletin has been developed on a specific
operator/owner request. The Accomplishment Timescale is left to Operator’s own decision.
-DESIRABLE: This category is allocated if the Service Bulletin offers improvements in terms of
dispatch reliability, maintenance cost, maintenance programme reduction, operational benefits,
crew/passenger comfort or regulated environmental nuisance. This Accomplishment Timescale is
left to the Operator’s entire decision.
-Mandatory Time Barred: Mandatory Time barred are the SB’s that have to be applied within a
specific Time period but the OEM is giving time to the operators to arrange grounding and the
Spare Kits.

16. NSC: ??

17. SBIT: Service Bulletin (Also called SBIT “Service Bulletin Information Transmission”) is Used when
the information involve the correction of one or several Service Bulletins, or addition of
important clarifications, or when the implementation of an SB should be stopped urgently.

18. SIL: The SIL is used to provide non-urgent Technical Information related to product improvement,
systems’ part differences/description, maintenance and/or operational practices. Any
recommendation leading to a change of operational procedure, aircraft configuration or
maintenance task/interval should refer to the proper Instruction document. Information on
general issues or policies

19. TFU: The Technical Follow up (TFU ) is used to provide on a regular basis all Operators with
information on technical issues and status of development/availability of product improvements.

20. SL: Service Letter Used by Boeing is a letter just like Service Information letter which provides
certain information and recommendations about the Aircraft / Equipment so that the preventive
maintenance can be performed to avoid any un-necessary removals or disruption of flights.

21. ISI: In service Information is the information that is a new occurrences received, reviewed and
accepted by Airbus for a certain problem that has already being faced by certain operators during
the normal Aircraft Operation.

22. MT: It is the maintenance Tip provided by the OEM to trouble shoot any existing problems being
faced and to properly identify when a certain problem occurs in the Aircraft Systems.

23. FTD: ??

24. ICA : Instructions for Continued Airworthiness. ICA are provided as compliance documents during
certification activities and are prepared in accordance with the applicable type- certification
 basis, specification. It ensure type certification airworthiness standard is maintained throughout
the operational life. ICA form the basis for the operators’ approved maintenance data. ICA
enables inspection, adjustment, lubrication, removal or replacement of parts and appliances

25. CDCCL: Critical Design Configuration Control Limitations (CDCCL): This term refers to a feature of
the fuel system design the integrity of which must be maintained to ensure that unsafe
conditions do not develop. Features in an aircraft installation or component that must be
retained during modification, change, repair, or scheduled maintenance characterize CDCCL.
These features may exist in the fuel system and its related installation or in systems that could, if
a failure condition were to develop, interact with the fuel system in such a way that an unsafe
condition would develop in the fuel system.

26. EWIS: Electrical Wiring Interconnect Systems. The Maintenance programs often did not address
these aging aspects. Service history also indicates that Foreign Object Damage (FOD) such as drill
shavings, caustic liquids, etc. does cause EWIS degradation that can lead to EWIS faults. So to
cater this certain legislation was made which treats Wire and associated components now as an
airplane system.

27. WBM: Weighing and Balance Manual: The Weight and Balance Manual (WBM) is the support
document for the Operator's weight and balance engineering. The WBM provides the Operator
with the necessary data about the aircraft weight and balance, to analyze and establish the
weight and balance procedures required to operate the aircraft. The WBM provides the Operator
with a basis for the development of the operational documentation of the airline (Operations
manual, Load sheet). The WBM is based on all the structural and center of gravity limitations
determined during the certification process. The WBM complements the approved Airplane
Flight Manual (AFM) about the limitations related to the weight and center of gravity of the
aircraft.

28. NDT: Non Destructive testing: Certain Techniques used in the Aircraft maintenance to detect any
defect in the Aircraft Structure when called up by the specific manual. Certain techniques are
used which are Eddy Current Testing, Ultrasonic Testing, Fluorescent penetrant Inspection,
Radiography and Magnetic Particle Inspection.

29. RDAS: Repair Design Approval Sheet. Issued under DOA privilege if a repair or allowable is not
covered by the Already Provided Manual but additional calculations are performed to maintain
the airworthiness of the Aircraft. Further Details in 51-11-14 Para 4

30. RDR: Repair Deviation Record issued by Boeing DER. For the repairs that are not currently
included in the Maintenance Manuals or certain temporary Allowable not included in the
Manuals.

31. Form 8100-9: STATEMENT OF COMPLIANCE WITH AIRWORTHINESS STANDARDS. Is used by the
DER to provide the repair that is out of maintenance manual and approved afterwards after
certain Analysis on case to case basis, it is mainly used for major repairs and approved by FAA.

32. TA: Technical Adaptation: The TA is a technical answer, approved under the authority of Airbus
Design Organization Approval (DOA), to an operator request or a Maintenance and Repair
Organization (MRO). It states the compliance with the aircraft applicable airworthiness and
 environmental protection requirements (certification basis + additional requirements as notified
by the European Aviation Safety Agency (EASA)). A Technical Adaptation can be: A system repair,
ruled by Part 21 Subpart M, or An instruction, or A temporary minor design change, ruled by Part
21

33. Current Structural Defects: ??

34. How Dents are checked: Dents are measured by Depth gauge and vernier calipers. A dent can be
a deformation from the original contour of the Structure which should be smooth having no
crease. The proximity to the nearest Fastener, The maximum depth, the location of the maximum
depth, the proximity to the nearest Stiffener, the Length/dia of the dent, the proximity to the
nearest repairs and nearest cutouts or joints must be kept in notice.

35. Delamination: Delamination is the separation of the plies in the Composite Structure. Depending
upon the situation it can be checked by Either Tap test or Ultrasonic Inspection.

36. Doubler Repair: It is performed when the original Aircraft Structure is damaged and is no longer
capable to withholding the loading caused by the Aircraft operational loads and can cause an
unsafe Flight Operation. It is performed by Either a Flush or Patch repair by fasteners. Which
restore the load bearing capability of the Aircraft Structure to withstand the Flight loads as
before the damage.

37. How SRM Is Consulted: SRM is consulted to repair an aircraft structure damage during operation.
First we identify the type of damage then measure the damage then identify the structure from
the SRM, Then Find for an allowable damage situation. If allowable not present then we go for
the repair section to find the specific repairs for the damaged structure.

38. Categories of Repairs: There are three categories of Repairs:

A : Permanent Repair: A permanent repair design for which baseline zonal inspection
(BZI) or Zonal Inspection Program (ZIP) is adequate to ensure continued
airworthiness.
B: Permanent Repair With subsequent Inspections: A permanent repair design that requires
supplemental inspections to ensure continued airworthiness. The calculated threshold
is stated on the RDAS. Interval and inspection method are specified if the threshold is
lower than Extended Service Goal (ESG) (if ESG is defined), or is lower than 1.25
Design Goal (DSG) if ESG is not defined.
C: Temporary or Life limited Repairs: A temporary repair design that will need to be
reworked or replaced prior to an established time limit. Supplemental inspections may
be necessary to ensure continued airworthiness prior to this limit. Repair designs to
life limited parts are also categorized as C, whether the repair design life limitation is
below or above the original part life limitation. Contrarily to other category C repairs
that have to be replaced at the most convenient maintenance check not to exceed
their limit, it is generally not recommended replace the life limited parts that have
been repaired prior to reach the repair design life limit (or the part life limit,
whichever comes first), in particular when that limit greater than the Aircraft Design
Service Goal.
39. Major and Minor Repairs: Major Repairs: If the Repair has an appreciable effect on the Structural
Performance, Weight Balance, Systems, Operational Characteristics affecting the airworthiness
then it is a major repair. Or the repair requires Extensive Static, Fatigue, Damage Tolerance and
strength Justifications. Require a life reduction of the safe life item. Or is adding permanent
inspection to the Aircraft Maintenance Program then it is considered to be as a major repair.
Minor Repairs is the one that has no appreciable effect on the mass, balance, structural strength,
reliability, operational characteristics, noise, fuel venting, exhaust emission, or other
characteristics affecting the airworthiness of the Aircraft.

40. Technical Notices: Notices issued by the Operator internally for OEM for the help of the
operators to understand a certain change or explanation of some defect. It can be a certain set of
instructions to perform so that the troubleshooting can be done quickly and to identify certain
defects.
41. OIT: It is called operator Information transmission. The OIT is issued to communicate information
requiring immediate operator’s attention.
-Incident, Incident/Advice
-Advice
-Service Bulletin
-General Information

42. MOM: Multi Operator Message by Boeing

43. AOT: The Alert Operators Transmission. AOT is used to launch a Very Urgent Technical Action
requested to be taken by the concerned Operators. This action is due to an event or finding
which affects the airworthiness of the involved Airbus aircraft or which represents a serious
operational impact for the Operator. The action is to be performed within a limited time frame
from receipt of the AOT. For such cases, the AOT is the fastest possible means of communication.

44. AOL: Issued by UTAS to provide information to the Operators, regarding ongoing problem in the
fleet and its mitigation, for example missing Oil Filler door after the flight.

45. Vendor Service Bulletin: The VSBs approved or accepted by Airbus are classified in four categories
according to the following definitions:

1.VSBs not covered by an Airbus Service Bulletin and not associated to an Airbus modification
(e.g. Equipment PN evolving by amendment). Airbus accepts these VSBs for modification or
inspection in shop and application on Airbus aircraft.

2. VSBs not covered by an Airbus Service Bulletin, but associated to an Airbus modification
(e.g. equipment PN change). Airbus approves these VSBs for modification in shop and
application on Airbus aircraft.

3. VSBs covered by an Airbus Service Bulletin and associated to an Airbus modification (e.g.
equipment PN change with aircraft alteration). Airbus approves these VSBs for modification
in shop and application on Airbus aircraft.
 4. VSBs covered by an Airbus inspection Service Bulletin (e.g. on wing PN inspection). Airbus
approves these VSBs for inspection in shop and application on Airbus aircraft.

46. Part 145: Part 145 Repair Station Certification applies to the aircraft maintenance sector. It is the
standards for the certification and operation of an aircraft maintenance organization, such as a
repair station, and its employees is a company level certification to the European
Commission Regulation standards of design, production, maintenance and operation of
aircraft components.

47. Part M : Continuing Airworthiness Requirements : Part M concerns specifically the continuing
airworthiness of aircraft and aeronautical products, parts and appliances together with the
approval of organizations and personnel involved in these tasks.

48. MOE: The purpose of this Maintenance Organization Exposition (MOE) is to explain the policies
and procedures of a maintenance Organization as an MRO that shall be strictly followed by all
personnel concerned with this MOE Specially Engineering, Maintenance & Quality Assurance
personnel. This Manual specifically describes the policies and procedures that will be
implemented by to demonstrate that MRO having been declared as Approved Maintenance
Organization shall comply with National Aviation Rules in letter and spirit.

49. CAP: Civil Aircraft Airworthiness Information and Procedures (CAAIP), referred to as the Leaflets
are published by the Civil Aviation Authority (CAA). The Leaflets give information on a variety of
matters concerned with civil aircraft during manufacture, overhaul, repair, maintenance,
operation and procedures. Leaflets may assist and increase the knowledge of the reader on
subjects for which there is a shortage of information from other sources.

50. FCBS: Fatigue Critical Baseline Structures. Referred to as structures susceptible to fatigue cracking
that could contribute to a catastrophic failure”, List is given in the SRM.

51. CAMO: The task of a ‘Continuing Airworthiness Management Organization’ (CAMO), is

fundamentally keeping aircraft airworthy, yet incorporating the management of all inspections
and the associated paperwork to meet the regulations.

52. DSG: Design Service Goal (DSG) is the period of time (in flight cycles/hours) established at design
and/or certification during which the principal structure will be reasonably free from significant
cracking including widespread fatigue damage.

53. ESG: Extended Service Goal (ESG) is an adjustment to the design service goal established by
service experience, analysis, and/or test during which the principal structure will be reasonably
free from significant cracking including widespread fatigue damage.

54. MPD: Maintenance Planning Data: A number of documents and data developed and
communicated by the manufacturer of a particular airplane or aircraft that contains the
information each airline or aircraft operator of the specific airplane or aircraft needs to develop a
customized, scheduled maintenance and inspection program.
55. CPCP: Corrosion Prevention Control Program: consists of a basic corrosion inspection task, task
areas, defined corrosion levels, and compliance times (implementation threshold and repeat
interval). The CPCP also includes to identify the competent authority of the findings and data
associated with level 2 and level 3 corrosion and the actions taken to reduce future findings to
level 1.
Level 1 : Level 1 Corrosion is damage occurring between successive inspections that is local and
can be reworked/blended-out within allowable limits as defined by the manufacturer in a
structural repair manual (SRM), service bulletin, etc.

Level 2: Corrosion is damage occurring between successive inspections that requires rework or
blend-out that then exceeds the manufacturer's allowable limits, requiring a repair or
complete/partial replacement of a principal structural element (as defined by the original
equipment manufacturers SRM).

Level 3: Corrosion is damage found during the first or subsequent inspection(s) which is
determined by the operator to be a potential airworthiness concern requiring expeditious action.

56. Pitting Corrosion: Pitting corrosion starts on the surface of a material, and then extends vertically
into the material but can then extend radially from the initiation site. This type of corrosion is
dangerous because of the vertical extension which decreases the material strength. You do not
always get a large indication of this defect on the material surface. This type of corrosion can be
the starting point for inter-granular corrosion

57. Filiform corrosion: occurs in clad aluminum alloy sheets. The corrosion effects
continue thread-like sideways as filiform corrosion and do not go into the core. This
type of corrosion can also start at rivets and extends along the surface of the painted
sheet below the paint.

58. Intergranular corrosion: usually goes into the core of the material along the grain
boundaries with little or no indication on the surface. This type of corrosion can also
be seen as a network of corrosion or cracks on the metal surface. This very dangerous
type of corrosion can make the structure very weak before any visual indication is
given. Some high-strength aluminum alloys are especially sensitive to intergranular
corrosion when the material is stressed.

59. Galvanic Corrosion: This type of corrosion can occur between two different metals or
some metals and carbon fiber, when they touch each other and have moisture
between them. The potential difference of the materials and the dielectric moisture
causes the galvanic effects. The intensity of these corrosion effects is not always in
proportion to this difference. Galvanic corrosion can be seen as white or grey powder
like particles on fittings, overlapping and riveted joints, and other structural parts.

60. Parts of Nacelle: Fan cowl, Inlet Cowl, Thrust Reversor, CNA. Exhaust Cone

61. How weighing is performed:

62. Delay: An Aircraft which was scheduled to perform a flight on a certain time and was allocated a
different time due to some technical or any other reasons.

63. Repair: Repair on an aircraft structure is defined as restoring the Structure so that it is
capable of sustaining the original justified design loads for static, fatigue and damage
tolerance requirements.

64. Damage: The term 'damage' includes any and every type of permanent deformation or alteration
to any cross-section of a structural component.
- Deformation or alteration to the cross-section of a structural component results from
many causes, which can be generally categorized into four main groups :
- Mechanical action,
- Chemical or electro-chemical reaction,
- Thermal action or cycling,
- Inherent metallurgical characteristics.

65. Allowable Limits : Allowable damage is defined as a minor damage which does not affect the
structural integrity or decrease the function of a component

66. Definitive RDAS: The final RDAS issued after the interim RDAS for a repair that required F.E
Analysis, Usually issued after Six months.

67. Interim Repair: A repair that is temporary for a specific time. Until a permanent solution is
provided or the component is replaced.

68. Damage Tolerant: It is usually described as “the ability of aircraft structure to sustain anticipated
loads in the presence of fatigue, corrosion or accidental damage until such damage is detected
through inspections or malfunctions and repaired” without affecting the safe operation of the
Aircraft.

69. Fail Safe: . The structural components of an airplane (such as the airframe and wings) are
designed such that “an evaluation of the strength, detail design, and fabrication must show that
catastrophic failure due to fatigue, corrosion, manufacturing defects, or accidental damage, will
be avoided throughout the operational life of the airplane. Or more conveniently if a component
of the system fails the system would have a redundancy to cater that failure and not make the
aircraft unsafe. Fail safe is a design philosophy where all critical components (wing spars, main
structural members) can fail and the load would be transferred to another structure safely, if
with reduced margins. Also called “redundant” design.

70. TCAS: A traffic collision avoidance system or traffic alert and collision avoidance system is
an aircraft collision avoidance system designed to reduce the incidence of mid-air
collisions between aircraft. It monitors the airspace around an aircraft for other aircraft equipped
with a corresponding active transponder, independent of air traffic control, and warns pilots of
the presence of other transponder-equipped aircraft which may present a threat of mid-air
collision (MAC). It is a type of airborne collision avoidance system mandated by the International
Civil Aviation Organization to be fitted to all aircraft with a maximum take-off mass (MTOM) of
over 5,700 kg (12,600 lb) or authorized to carry more than 19 passengers. TCAS I to be installed
 for aircraft with 10-30 passengers and TCAS II for aircraft with more than 30 passengers.

71. RVSM: Reduced Vertical Separation Minima or Minimum (RVSM) is the reduction of the standard
vertical separation required between aircraft flying between FL290 (29,000 ft) and FL410
(41,000 ft) inclusive, from 2,000 feet to 1,000 feet. This therefore increases the number of
aircraft that can safely fly in a particular volume of airspace. Only aircraft with specially certified
altimeters and autopilots may fly in RVSM airspace, otherwise the aircraft must fly lower or
higher than the airspace, or seek special exemption from the requirements. Additionally,
aircraft operators (airlines or corporate operators) must receive specific approval from the
aircraft's state of registry in order to conduct operations in RVSM airspace.

72. ETOPS: Extended Range Operations with Two-Engined Aeroplanes, but also is applicable to now
multi engine Airplanes. Which Allow the Aircraft to follow certain paths away from the Runway
for 180 minutes if one engine fails to come to a runway, which reduces the flight time hence fuel
usage of the Aircraft.

73. CATOPS:

74. PSE: Within the primary structure there are elements that are designated PSE (Principal
Structural Elements). PSE's are those elements that contribute significantly to carrying flight,
ground and pressurization loads, and whose integrity is essential in maintaining the overall
structural integrity of the airplane. The metallic PSE are subsets of the FCS , Where two items
that are PSE are connected together and the connecting item is removable then the connecting
item is also to be considered as PSE.

75. Secondary Structure: Secondary structure is that structure which carries only air or inertial loads
generated on or within the secondary structure

76. SSI: A Structural Significant Item (SSI) is any detail, element or assembly, which contributes
significantly to carrying flight, ground, pressure or control loads, and whose failure could affect
the structural integrity necessary for the safety of the aircraft.

77. FAR’s or JAR’s: The Joint Aviation Requirements (JAR) were a set of common comprehensive and
detailed aviation requirement issued by the Joint Aviation Authorities, intended to minimize Type
Certification problems on joint ventures, and also to facilitate the export and import of aviation
products. The European Aviation Safety Agency (EASA) was created in 2003 and reached full
functionality in 2008, and has since taken over most of the JAA functions. JAA Certification
Specifications, formerly known as JARs, are recognised by EASA as an acceptable basis for
showing compliance with their national airworthiness codes.
The Federal Aviation Regulations, or FARs, are rules prescribed by the Federal Aviation
Administration (FAA) governing all aviation activities in the United States. The FARs are part of
Title 14 of the Code of Federal Regulations (CFR). A wide variety of activities are regulated, such
as aircraft design and maintenance, typical airline flights, pilot training activities, hot-air
ballooning, lighter-than-air aircraft, man-made structure heights, obstruction lighting and
marking, and even model rocket launches, model aircraft operation, sUAS & Drone operation,
and kite flying.
78. TSO: Technical standard order by FAA, A TSO is a minimum performance standard for specified
materials, parts, and appliances used on civil aircraft. When authorized to manufacture a
material, part, or appliances to a TSO standard, this is referred to as TSO authorization. Receiving
a TSO authorization is both design and production approval. Receiving a TSO Authorization is not
an approval to install and use the article in the aircraft. It means that the article meets the
specific TSO and the applicant is authorized to manufacture it.

79. ETSO: The ETSO (European Technical Standard Order) authorization represents one way (and not
the only way) to have parts and appliances approved. This is an optional step which ensures that
a part or appliance complies with a minimum performance standard. In all cases, the installer
must apply for an installation approval on-board the aircraft. He/she can use the ETSO
authorization and he/she complements it to demonstrate that the installation complies with the
applicable certification basis for the changed aircraft.

80. A/C TC: A type certificate signifies the airworthiness of a particular category of aircraft, according
to its manufacturing design (‘type’). It confirms that the aircraft is manufactured according to an
approved design, and that the design ensures compliance with airworthiness requirements.

81. STC: For any major changes to the design of an aircraft, a Supplemental Type Certificate (STC) is
required from NAA as approval for the change. A major change is a change that might
appreciably affect the weight, balance, structural strength, and other aircraft characteristics. A
STC is granted by NAA upon satisfactory compliance of your organization’s proposed changes
with applicable airworthiness design standards and assessment that these changes will not
introduce any safety issues. NAA has inked agreements with foreign civil aviation authorities that
allows for validation of foreign STCs. You may find the list of agreements at this page.

82. IIR: Inspection Instruction Reference

83. SRI: Structural Repair Inspection

84. ALS: The ALS is part of the certificated product (aircraft, engine and propeller) type design (Part
21, that contains the mandatory scheduled maintenance items and the limitations for part
replacement, necessary to maintain compliance with that type design. For each individual
aircraft, an approved aircraft maintenance program (AMP) must be created, initially containing
the ALS at the revision level applicable at the time of the aircraft’s first certificate of
airworthiness.
85. ALI: The Airworthiness Limitation items include mandatory replacement items and structural
inspection intervals which may only be changed with permission of the applicable airworthiness
authority
86. TCDS: Type Certificate Data Sheet: TCDS is part of a TC along with the type design, operating
limitations, applicable regulations with which the FAA/EASA finds compliance, and any other
conditions or limitations prescribed for the product. In addition, FAA/EASA explains that the TCDS
provides a concise definition of a type-certificated product as produced by the original
equipment manufacturer.

87. MMEL: Master minimum Equipment List, is the minimum equipment list, it is a categorized list of
on-board systems, instruments and equipment that may be inoperative for flight. Specific
 procedures or conditions may be associated with operation of the relevant item. It is considered
by default that any equipment or system related to airworthiness which is not included in the
MMEL is required to be operative.

88. MEL: A MEL is a precise listing of instruments, equipment and procedures that allows an aircraft
to be operated under specific conditions with inoperative equipment. MEL consists of the FAA
Letter of Authorization (LOA) which authorizes the operation of the aircraft specific to the aircraft
make, model, serial number and registration number, the MEL Procedures Document that is
developed by the aircraft operator, the Master Minimum Equipment List (MMEL) preamble, and
the MMEL itself that is developed by the aircraft manufacturer and the FAA. Together the four
(LOA, MEL Procedures Document, MMEL preamble, and MMEL) constitute a Supplemental Type
Certificate (STC) that must be carried onboard the aircraft during its operation

89. Corrosion: It is the gradual destruction of materials (usually metals) by chemical and/or
electrochemical reaction with their environment. Natural process, which converts a refined metal
to a more chemically-stable form, such as its oxide, hydroxide, or sulfide.

90. Fatigue: Fatigue is the weakening of a material caused by repeatedly applied loads. It is the
progressive and localized structural damage that occurs when a material is subjected to cyclic
loading. The nominal maximum stress values that cause such damage may be much less than the
strength of the material typically quoted as the ultimate tensile stress limit, or the yield stress
limit.

91. Part 25-571: Section 25.571 requires applicants to evaluate all structure that could contribute to
catastrophic failure of the airplane with respect to its susceptibility to fatigue, corrosion, and
accidental damage. The applicant must establish inspections or other procedures (herein also
referred to as maintenance actions) as necessary to avoid catastrophic failure during the
operational life of the airplane based on the results of these evaluations. Section 25.571 also 2
1/13/11 AC 25.571-1D requires the applicant to establish an LOV. The LOV, in effect, is the
operational life of the airplane consistent with evaluations accomplished and maintenance
actions established to prevent WFD. Although the LOV is established based on WFD
considerations, it is intended that all maintenance actions required to address fatigue, corrosion,
and accidental damage up to the LOV are identified in the structural-maintenance program. All
inspections and other procedures (e.g., modification times, replacement times) that are
necessary to prevent a catastrophic failure due to fatigue, up to the LOV, must be included in the
Airworthiness Limitations section (ALS) of the Instructions for Continued Airworthiness (ICA), as
required by § 25.1529, along with the LOV.

92. Why weighing is performed after 04 years: Weighing is performed after 04 years as the repairs or
modifications may have changed the CG of the Aircraft so usually it is aligned with the Major
checks so as to reduce the additional grounding time.

93. Limit Load: The lower of limit and ultimate loads, limit load is defined as the maximum load that
an aircraft is expected to see at any point in the service life of that aircraft.

94. Ultimate Load: Strength requirements are specified in terms of limit loads (the maximum loads to
be expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety).
With respect to aircraft structure and design, ultimate load is the amount of load applied to a
 component beyond which the component will fail. The chance that it will occur is, however, not
zero, and, if it were to occur, then the relevant structure in the aircraft would stand a large
chance of fracture.

95. Stress: Stress is a measure of the force per unit Area applied to the material.

96. DDPG: Dispatch Deviation Procedures Guide, which covers ALL issues with aircraft airworthiness,
i-e Minimum Equipment required, and deviations from normal configuration. In other words, the
DDG is the overall document, and within that there are two 'sub' documents, specifically the MEL
and CDL.

97. Repair : Elimination of damage and/or restoration to an airworthy condition following initial
release of any product part or appliance into service

98. MTBUR: Mean time between unscheduled Removals: A performance figure calculated by dividing
the total unit flying hours accrued in a period by the number of unit unscheduled removals that
occurred during the same period.

99. NFF: No Fault found. An NFF occurs when a reported fault cannot be duplicated in the avionics
shop and therefore cannot be fixed. The box that malfunctioned is returned to service but
eventually reappears for testing. Ultimately, if the problem cannot be identified and fixed after
repeated attempts, the unit is quarantined and labeled as a rogue or bad actor.

100. Condition monitored Items: An equipment maintenance based on measuring the condition of
equipment in order to assess whether it will fail during some future period, and then taking
appropriate action to avoid the consequences of that failure. The condition of equipment could be
monitored using Condition Monitoring (process), Statistical Process Control techniques, by
monitoring equipment performance, or through the use of the Human Senses.

101. Airn@v: Aircraft document Navigator is the modular solution for an efficient digital
documentation handling. With ADOC family we use one single tool for maintenance and
engineering and for flight operations. All along the process of documentation management,
airlines require a dedicated tool that fulfils the need to Review manufacturer updates and
management of conflicts and other maintenance data Documentation consultation

102. RIL :is the Retrofit Information letter: It’s the industry support for SB’s mods etc where the kits
are provided for free or if not free at least they provide all the documents and where can we get
the things and when can we get the things.