Producing an certified aircraft
Thread Starter
Join Date: Nov 2019
Location: unknown
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Producing an certified aircraft
I found this interesting about production certificates, something in my area of aviating where little detail is ever revealed. Anybody else have experience in this area?
"Once the airplane is certified, manufacturing automatically falls (for up to 6 months) into a category called, "Production Under Type Certificate." ……..only the FAA can issue the Certificate of Airworthiness on completed airplanes.
During this period, it is a judgement call on the part of the FAA inspectors on the factory floor as to what gets inspected. To quote my source, "The FAA inspects to the level of satisfaction."
Will the FAA inspect every part in the stockroom, inspect every sub-assembly? Not if the on-site personnel have some assurance the parts or assemblies were built and inspected with proper procedures.
While I have never followed the issuance of the Production Certificate, I would expect that with each new delivered airplane there would be less and less involvement by the FAA as the company begins to get their Quality Control act together.
From the company's standpoint, there should not be any difference in the inspection process before and after the PC. It is just a matter of earning the trust of the FAA so that the FAA delegates the authority to issue the C of A's to the company.
To prevent the company from taking shortcuts after the Production Certificate is granted and the FAA is out the door, there are automatic audits defined by FAA order # 8120.2D. Suffice to say, "He who giveth, can also taketh away!"
On the matter of assemblies produced off shore, both Japan and France have reciprocity with the U.S.. Which means that parts and assemblies manufactured in these countries are treated the same as if they were mfg in the U.S."
"Once the airplane is certified, manufacturing automatically falls (for up to 6 months) into a category called, "Production Under Type Certificate." ……..only the FAA can issue the Certificate of Airworthiness on completed airplanes.
During this period, it is a judgement call on the part of the FAA inspectors on the factory floor as to what gets inspected. To quote my source, "The FAA inspects to the level of satisfaction."
Will the FAA inspect every part in the stockroom, inspect every sub-assembly? Not if the on-site personnel have some assurance the parts or assemblies were built and inspected with proper procedures.
While I have never followed the issuance of the Production Certificate, I would expect that with each new delivered airplane there would be less and less involvement by the FAA as the company begins to get their Quality Control act together.
From the company's standpoint, there should not be any difference in the inspection process before and after the PC. It is just a matter of earning the trust of the FAA so that the FAA delegates the authority to issue the C of A's to the company.
To prevent the company from taking shortcuts after the Production Certificate is granted and the FAA is out the door, there are automatic audits defined by FAA order # 8120.2D. Suffice to say, "He who giveth, can also taketh away!"
On the matter of assemblies produced off shore, both Japan and France have reciprocity with the U.S.. Which means that parts and assemblies manufactured in these countries are treated the same as if they were mfg in the U.S."
tcasblue,
Yes, as part of the initial approval of the company, the FAA (or any National Airworthiness Authority) will have inspected and ensured the correct procedures are in place for stock control and processes to ensure their correct controls, They will not, however, do this for each and every aircraft or component.
Please remember that the company is audited several times before production starts and also after it has started. The authority also issues the ARC/CofA for completed aircraft until it is satisfied that the company can do it safely.
Quality Assurance = Making sure the processes are in place and spot checking for compliance i.e. Audits
Quality Control = Checking every product for compliance i.e. Independent Inspections
Yes, as part of the initial approval of the company, the FAA (or any National Airworthiness Authority) will have inspected and ensured the correct procedures are in place for stock control and processes to ensure their correct controls, They will not, however, do this for each and every aircraft or component.
Please remember that the company is audited several times before production starts and also after it has started. The authority also issues the ARC/CofA for completed aircraft until it is satisfied that the company can do it safely.
Quality Assurance = Making sure the processes are in place and spot checking for compliance i.e. Audits
Quality Control = Checking every product for compliance i.e. Independent Inspections
Thread Starter
Join Date: Nov 2019
Location: unknown
Posts: 3
Likes: 0
Received 0 Likes
on
0 Posts
Sorry for the typo in the title. Some forums allow title corrections.
Anyways....It looks like a step along the way to type certification is Inspection Authorization. Below is an extremely brief mention about it....
"Epic E1000 Gains Type Inspection AuthorizationThe journey to type inspection authorization can move in fits and starts for a manufacturer, so when that momentous piece of paper is granted to an organization, a certain amount of celebration's in order. Epic Aircraft announced today it has passed this critical milestone on the road to type certification on the E1000.
CEO Doug King spoke from the heart at the presentation, which walked through the highlights of the 4,000 FAA test points met throughout conforming flight tests over the course of several years, with the first flight test article produced in December 2015. The good news came just last week, on July 18.
Key improvements made during the process include an optimized design for the airflow induction system, which increased engine performance, cruise speed, and climb rates. King commented on another source of repeated attention from the FAA: the aircraft interior lighting. “Is that a red light or a red glow?” he recalled—and there is a difference when it comes to certificating aircraft.
Working with the Seattle Aircraft Certification Office (also currently tasked with oversight of Boeing’s beleaguered 737 Max program) has led to increased scrutiny of Epic’s stall prevention system, a stick shaker/pusher that is a core element of the aircraft’s future safety profile.
King noted that Epic has pursued production certification alongside its TC process, so that once the type certificate is granted, submission for the production audit can commence immediately. Epic plans to keep pilot training for the $3.25 million airplane in house. The first three E1000 customer aircraft are undergoing various stages of production so that they may be delivered upon the advent of TC. The company reports 87 confirmed “reservations” for the model."
https://www.msn.com/en-us/travel/new...ion/ar-AAEKYKA
Anyways....It looks like a step along the way to type certification is Inspection Authorization. Below is an extremely brief mention about it....
"Epic E1000 Gains Type Inspection Authorization
CEO Doug King spoke from the heart at the presentation, which walked through the highlights of the 4,000 FAA test points met throughout conforming flight tests over the course of several years, with the first flight test article produced in December 2015. The good news came just last week, on July 18.
Key improvements made during the process include an optimized design for the airflow induction system, which increased engine performance, cruise speed, and climb rates. King commented on another source of repeated attention from the FAA: the aircraft interior lighting. “Is that a red light or a red glow?” he recalled—and there is a difference when it comes to certificating aircraft.
Working with the Seattle Aircraft Certification Office (also currently tasked with oversight of Boeing’s beleaguered 737 Max program) has led to increased scrutiny of Epic’s stall prevention system, a stick shaker/pusher that is a core element of the aircraft’s future safety profile.
King noted that Epic has pursued production certification alongside its TC process, so that once the type certificate is granted, submission for the production audit can commence immediately. Epic plans to keep pilot training for the $3.25 million airplane in house. The first three E1000 customer aircraft are undergoing various stages of production so that they may be delivered upon the advent of TC. The company reports 87 confirmed “reservations” for the model."
https://www.msn.com/en-us/travel/new...ion/ar-AAEKYKA
https://www.faa.gov/documentLibrary/media/Order/FAA_Order_8110_4C_Chg_6.pdf
https://www.faa.gov/documentLibrary/...r_8120_22A.pdf
https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_21-43A.pdf
