Example

Description of Change

Notes

1.

Change to wing location (tandem, forward, canard, high/low).

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

2.

Fixed wing to tilt wing.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

3.

A change to the number of engines.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

4.

Replacement of piston or turboprop engines with turbojet or turbofan engines.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

5.

Change to engine configuration (tractor/pusher).

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

6.

Increase from subsonic to supersonic flight regime.

7.

Change from an all-metal to all-composite aeroplane.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

8.

Certifying a CS-23 (or predecessor basis, such as JAR-23) aeroplane into another certification category, such as CS-25.

—

1.

Conventional tail to T-tail or V-tail, or vice versa.

Yes

No

Yes

Change to general configuration. Requires extensive, structural flying qualities and performance reinvestigation. Requires new aeroplane flight manual (AFM) to address performance and flight characteristics.

2.

Changes to wing configuration, such as change to dihedral, changes to wing span, flap or aileron span, addition of winglets, or increase of more than 10 per cent of the original wing sweep at the quarter chord.

Yes

No

Yes

Change to general configuration. Likely requires extensive changes to wing structure. Requires new AFM to address performance and flight characteristics. Note: Small changes to the wingtip or winglet are not significant changes. See table for ‘not significant’ changes.

3.

Changes to tail configuration, such as the addition of tail strakes or angle of incidence of the tail.

Yes

No

Yes

Change to general configuration. Likely requires extensive changes to tail structure. Requires new AFM to address performance and flight characteristics.

Note: Small changes to tail are not significant changes.

4.

Tricycle/tail wheel undercarriage change or addition of floats.

Yes

No

No

Change to general configuration. Likely, at aeroplane level, general configuration and certification assumptions remain valid.

5.

Passenger-to-freighter configuration conversion that involves the introduction of a cargo door or an increase in floor loading of more than 20 per cent, or provision for carriage of passengers and freight together.

Yes

No

Yes

Change to general configuration affecting load paths, aeroelastic characteristics, aircraft-related systems, etc. Change to design assumptions.

6.

Replace reciprocating engines with the same number of turbo-propeller engines.

Yes

No

No

Requires extensive changes to airframe structure, addition of aircraft systems, and new AFM to address performance and flight characteristics.

7.

Addition of a turbo-charger that changes the power envelope, operating range, or limitations.

No

No

Yes

Invalidates certification assumptions due to changes to operating envelope and limitations. Requires new AFM to address performance and flight characteristics.

8.

The replacement of an engine of higher rated power or increase thrust would be considered significant if it would invalidate the existing substantiation, or would change the primary structure, aerodynamics, or operating envelope sufficiently to invalidate the assumptions of certification.

No

Yes

Yes

Invalidates certification assumptions. Requires new AFM to address performance and flight characteristics. Likely changes to primary structure. Requires extensive construction reinvestigation.

9.

A change to the type of material, such as composites in place of metal, or one composite fibre material system with another (e.g. carbon for fiberglass), for primary structure would normally be assessed as a significant change.

No

Yes

Yes

Change to principles of construction and design from conventional practices. Likely change to design/certification assumptions.

10.

10. A change involving appreciable increase in design speeds V^D, V^B, V^MO, V^C, or V^A.

No

No

Yes

Certification assumptions invalidated. Requires new AFM to address performance and flight characteristics.

11.

Installation of a short take-off and landing (STOL) kit.

No

No

Yes

Certification assumptions invalidated. Requires new AFM to address performance and flight characteristics.

12.

A change to the rated power or thrust could be a significant change if the applicant is taking credit for increased design speeds per example 10 of this table.

No

No

Yes

Certification assumptions invalidated. Requires new AFM to address performance and flight characteristics.

13.

Fuel state, such as compressed gaseous fuels or fuel cells. This could completely alter the fuel storage and handling systems and possibly affect the aeroplane structure.

No

No

Yes

Changes to design/certification assumptions. Extensive alteration of fuel storage and handling systems.

14.

A change to the flight control concept for an aircraft, e.g. to fly-by-wire (FBW) and side-stick control, or a change from hydraulic to electronically actuated flight controls, would in isolation normally be regarded as a significant change.

No

No

Yes

Changes to design and certification assumptions. Requires extensive systems architecture and integration reinvestigation. Requires new AFM.

15.

Change to aeroplane’s operating altitude, or cabin operating pressure greater than 10 per cent in maximum cabin pressure differential.

No

No

Yes

This typically invalidates certification assumptions and the fundamental approach used in decompression, structural strength, and fatigue. May require extensive airframe changes affecting load paths, fatigue evaluation, aeroelastic characteristics, etc. Invalidates design assumptions.

16.

Addition of a cabin pressurisation system.

No

Yes

Yes

Extensive airframe changes affecting load paths, fatigue evaluation, aeroelastic characteristics, etc. Invalidates design assumptions.

17.

Changes to types and number of emergency exits or an increase in maximum certified passenger capacity.

Yes

No

Yes

Emergency egress certification specifications exceed those previously substantiated. Invalidates assumptions of certification.

18.

A change to the required number of flight crew that necessitates a complete flight deck rearrangement, and/or an increase in pilot workload.

No

No

Yes

Extensive changes to avionics and aircraft systems. Invalidates certification assumptions. Requires new AFM.

19.

Expansion of an aircraft’s operating envelope.*

No

No

Yes*

*Some changes may be deemed ‘not significant’ depending on the extent of the expansion.

An expansion of operating capability is a significant change (e.g. an increase in maximum altitude limitation, approval for flight in icing conditions, or an increase in airspeed limitations).

20.

Replacement of an aviation gasoline engine with an engine of approximately the same horsepower utilising, e.g. diesel, hybrid, or electrical power.

No

No

Yes

A major change to the aeroplane. The general configuration and principles of construction will usually remain valid; however, the assumptions for certification are invalidated.

21.

Comprehensive flight deck upgrade, such as conversion from entirely federated, independent electromechanical flight instruments to highly integrated and combined electronic display systems with extensive use of software and/or complex electronic hardware.

No

No

Yes

Affects avionics and electrical systems integration and architecture concepts and philosophies.

This drives a reassessment of the human–machine interface, flight-crew workload, and re-evaluation of the original design flight deck assumptions.

22.

Introduction of autoland.

No

No

Yes

Invalidates original design assumptions.

23.

Conversion from a safe life design to a damage-tolerance-based design.

No

No

Yes

Where the airframe-established safe life limits change to damage-tolerance principles, then use of an inspection program in lieu of the safe life design limit invalidates the original assumptions used during certification.

24.

Extensive structural airframe modification, such as a large opening in the fuselage.

Yes

No

No

Requires extensive changes to fuselage structure, affects aircraft systems, and requires a new AFM to address performance and flight characteristics.

25.

Fuselage stretch or shortening in the cabin or pressure vessel.

Yes

No

Yes

Cabin interior changes are related changes since occupant safety considerations are impacted by a cabin length change. Even if a new cabin interior is not included in the product-level change, the functional effect of the fuselage plug has implications on occupant safety (e.g. the dynamic environment in an emergency landing, emergency evacuation, etc.), and thus the cabin interior becomes an affected area.

26.

Conversion from normal category to commuter category aeroplane.

Yes

No

Yes

Requires compliance with all commuter regulatory standards. In many cases, this change could be considered a substantial change to the type design. Therefore, a proposed change of this nature would be subject to EASA determination under 21.A.19.

27.

Installation of a full authority digital engine control (FADEC) on an aeroplane that did not previously have a FADEC installed.

No

No

Yes

—

1.

Addition of wingtip modifications (not winglets).

No

No

No

A major change to the aeroplane. Likely, the original general configuration, principles of construction, and certification assumptions remain valid.

2.

Installation of skis or wheel skis.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

3.

Forward looking infrared (FLIR) or surveillance camera installation.

No

No

No

Additional flight or structural evaluation may be necessary, but the change does not alter basic aeroplane certification.

4.

Litter, berth, and cargo tie down device installation.

No

No

No

Not an aeroplane-level change.

5.

Not an aeroplane-level change.

No

No

No

Not an aeroplane-level change.

6.

Replacement of one propeller type with another (irrespective of increase in number of blades).

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

7.

Addition of a turbo-charger that does not change the power envelope, operating range, or limitations (e.g. a turbo-normalised engine, where the additional power is used to enhance high-altitude or hot-day performance).

No

No

No

Not an aeroplane-level change.

8.

Substitution of one method of bonding for another (e.g. change to type of adhesive).

No

No

No

Not an aeroplane-level change.

9.

Substitution of one type of metal for another.

No

No

No

Not an aeroplane-level change.

10.

Any change to construction or fastening not involving primary structure.

No

No

No

Not an aeroplane-level change.

11.

A new fabric type for fabric-skinned aircraft.

No

No

No

Not an aeroplane-level change.

12.

Increase in flap speed or undercarriage limit speed.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

13.

Structural strength increases.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

14.

Instrument flight rules (IFR) upgrades involving installation of components (where the original certification does not indicate that the aeroplane is not suitable as an IFR platform, e.g. special handling concerns).

No

No

No

Not an aeroplane-level change.

15.

Fuel tanks where fuel is changed from gasoline to diesel fuel and tank support loads are small enough that an extrapolation from the previous analysis would be valid. Chemical compatibility would have to be substantiated.

No

No

No

Not an aeroplane-level change.

16.

Limited changes to a pressurisation system, e.g. number of outflow valves, type of controller, or size of pressurised compartment, but the system must be re-substantiated if the original test data are invalidated.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

17.

Install a different exhaust system.

No

No

No

Not an aeroplane-level change.

18.

Changes to engine cooling or cowling.

No

No

No

Not an aeroplane-level change.

19.

Changing fuels of substantially the same type, such as AvGas to AutoGas, AvGas (80/87) to AvGas (100LL), ethanol to isopropyl alcohol, Jet B to Jet A.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

20.

Fuels that specify different levels of ‘conventional’ fuel additives that do not change the primary fuel type. Different additive levels (controlled) of MTBE, ETBE, ethanol, amines, etc., in AvGas would not be considered a significant change.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

21.

A change to the maximum take-off weight of less than 5 per cent, unless assumptions made in justification of the design are thereby invalidated.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

22.

An additional aileron tab (e.g. on the other wing).

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

23.

Larger diameter flight control cables with no change to routing, or other system design.

No

No

No

Not an aeroplane-level change.

24.

Autopilot installation (for IFR use, unless the original certification indicates that the aeroplane is not suitable as an IFR platform).

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

25.

Increased battery capacity or relocate battery.

No

No

No

Not an aeroplane-level change.

26.

Replace generator with alternator.

No

No

No

Not an aeroplane-level change.

27.

Additional lighting (e.g. navigation lights, strobes).

No

No

No

Not an aeroplane-level change.

28.

Higher capacity brake assemblies.

No

No

No

Not an aeroplane-level change.

29.

Increase in fuel tank capacity.

No

No

No

Not an aeroplane-level change.

30.

Addition of an oxygen system.

No

No

No

Not an aeroplane-level change.

31.

Relocation of a galley.

No

No

No

Not an aeroplane-level change.

32.

Passenger-to-freight (only) conversion with no change to basic fuselage structure.

No

No

No

Although a major change to the aeroplane, likely the original general configuration, principles of construction, and certification assumptions remain valid.

Requires certification substantiation applicable to freighter certification specifications.

33.

New cabin interior with no fuselage length change.

No

No

No

—

34.

Installation of new seat belt or shoulder harness.

No

No

No

Not an aeroplane-level change.

35.

A small increase in centre of gravity (CG) range.

No

No

No

At aeroplane level, no change to general configuration, principles of construction, and certification assumptions.

36.

Auxiliary power unit (APU) installation that is not flight-essential.

No

No

No

Although a major change to the aeroplane level, likely the original general configuration, principles of construction, and certification assumptions remain valid.

Requires certification substantiation applicable to APU installation certification specifications.

37.

An alternative autopilot.

No

No

No

Not an aeroplane-level change.

38.

Addition of Class B terrain awareness and warning system (TAWS).

No

No

No

Not an aeroplane-level change.

39.

Extending an established life limit.

No

No

No

This extension may be accomplished by various methods, such as ongoing fatigue testing, service life evaluation, component level replacement, and inspections based on damage-tolerance principles.

40.

Flight deck replacement of highly integrated and combined electronic display systems with other highly integrated and combined electronic display systems.

No

No

No

Not significant if the architecture concepts, design philosophies, human–machine interface, or flight-crew workload assumptions are not impacted.

41.

Interior cabin reconfigurations are generally considered not significant. This includes installation of in-flight entertainment (IFE), new seats, and rearrangement of furniture.

No

No

No

—

42.

Modification to ice protection systems.

No

No

No

Recertification required, but certification basis should be evaluated for adequacy.

Example

Description of Change

Notes

1.

Change to the number or location of engines, e.g. four to two wing-mounted engines or two wing-mounted to two body-mounted engines.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

2.

Change from a high-wing to low-wing configuration.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

3.

Change from an all-metal to all-composite aeroplane.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

4.

Change of empennage configuration for larger aeroplanes (cruciform vs ‘T’ or ‘V’ tail).

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

5.

Increase from subsonic to supersonic flight regime.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

1.

Reduction in the number of flight crew (in conjunction with flight deck update).

No

No

Yes

Extensive changes to avionics and aircraft systems. Impact to flight-crew workload and human factors, pilot type rating.

2.

Modify an aeroplane to add certification for flight in icing conditions by adding systems, such as ice detection and ice protection.

Yes

No

Yes

New aircraft operating envelope. Requires major new systems installation and aircraft evaluation. Operating envelope changed.

3.

Conversion — passenger or combination freighter/passenger to all-freighter, including cargo door, redesign floor structure and 9g net or rigid barrier.

Yes

No

Yes

Extensive airframe changes affecting load paths, aeroelastic characteristics, aircraft-related systems for fire protection, etc. Design assumptions changed from passenger to freighter.

4.

Conversion from a cargo to passenger configuration.

Yes

No

Yes

Completely new floor loading and design. Redistribution of internal loads, change to cabin safety certification specifications, system changes.

5.

Increase in cabin pressurisation greater than 10 per cent.

No

No

Yes

A change greater than 10 per cent in operational cabin pressure differential is a significant change since it requires extensive airframe changes affecting load paths, fatigue evaluation, or aeroelastic characteristics, invalidating the certification assumptions.

6.

Addition of leading-edge slats.

Yes

No

Yes

The addition of leading-edge slats is significant since it requires extensive changes to wing structure, adds aircraft systems, and requires a new AFM to address performance and flight characteristics.

7.

Fuselage stretch or shortening in the cabin or pressure vessel.

Yes

No

Yes

Cabin interior changes are related changes since occupant safety considerations are impacted by a cabin length change. Even if a new cabin interior is not included in the product-level change, the functional effect of the fuselage plug has implications on occupant safety (e.g. the dynamic environment in an emergency landing, emergency evacuation, etc.), and thus the cabin interior becomes an affected area.

8.

Extensive structural airframe modification, such as installation of a large telescope with large opening in the fuselage.

Yes

No

No

These types of structural modifications are significant since they require extensive changes to fuselage structure, affect aircraft systems, and require a new AFM to address performance and flight characteristics.

9.

Changing the number of axles or number of landing gear done in context with a product change that involves changing the aeroplane’s gross weight.

Yes

No

No

This type of landing gear change with an increase in gross weight is significant since it requires changes to aircraft structure, affects aircraft systems, and requires AFM changes, which invalidate the certification assumptions.

10.

Primary structure changes from metallic material to composite material.

No

Yes

No

Change to principles of construction and design from conventional practices.

11.

An increase in design weight of more than 10 per cent.

No

No

Yes

Design weight increases of more than 10 per cent result in significant design load increase that invalidates the assumptions used for certification, requiring re-substantiation of aircraft structure, aircraft performance, and flying qualities and associated systems.

12.

Installation of winglets, modification of existing winglets, or other changes to wing tip design.

Yes

No

Yes

Significant if it requires extensive changes to wing structure or aircraft systems, or if it requires a new AFM to address performance and flight characteristics. It may also affect the wing fuel tanks, including fuel tank lightning protection, fuel tank ignition source prevention, and fuel tank flammability exposure.

13.

Changes to wing span, chord, or sweep.

Yes

No

Yes

Significant if it requires extensive changes to wing structure or aircraft systems, or if it requires a new AFM to address performance and flight characteristics. It may also affect the wing fuel tanks, including fuel tank lightning protection, fuel tank ignition source prevention, and fuel tank flammability exposure.

14.

A change to the type or number of emergency exits or an increase in the maximum certified number of passengers.

Yes

No

Yes

—

15.

A comprehensive avionics upgrade that changes a federated avionics system to a highly integrated avionics system.

No

No

Yes

This change refers to the avionics system that feeds the output to displays and not the displays themselves.

16.

An avionics upgrade that changes the method of input from the flight crew, which was not contemplated during the original certification.

No

No

Yes

A change that includes touchscreen technology typically does not invalidate the assumptions used for certification. A change that incorporates voice-activated controls or other novel human–machine interface would likely invalidate the assumptions used for certification.

17.

Change to primary flight controls to FBW system. (Some aeroplanes have some degree of FBW. Achieving full FBW may be a not significant change on some aeroplanes.)

No

No

Yes

When the degree of change is so extensive that it affects basic aircraft systems integration and architecture concepts and philosophies. This drives a complete reassessment of flight-crew workload, handling qualities, and performance evaluation, which are different from the original design assumptions.

18.

Replace reciprocating with turbo-propeller engines.

Yes

No

No

Requires extensive changes to airframe structure, addition of aircraft systems, and new AFM to address performance and flight characteristics.

19.

Maximum continuous or take-off thrust or power increase of more than 10 per cent or, for turbofans, an increase of the nacelle diameter.

No

No

Yes

A thrust or power increase of more than 10 per cent is significant because it does have a marked effect on aircraft performance and flying qualities, or requires re-substantiation of powerplant installation. An increase of the nacelle diameter as a result of an increase in the bypass ratio is significant because it results in airframe-level effects on aircraft performance and flying qualities. However, a small increase of the nacelle diameter would not have such an airframe-level effect and would not be considered a significant change.

20.

Initial installation of an autoland system.

No

No

Yes

Baseline aeroplane not designed for autoland operation, potential flight-crew workload, and systems compatibility issues.

21.

Installation of a new fuel tank, e.g. installation of an auxiliary fuel tank in a cargo bay or installation of an auxiliary fuel tank that converts a dry bay into a fuel tank (such as a horizontal stabiliser tank).

No

No

Yes

Requires changes to airframe, systems, and AFM. Results in performance changes. These changes typically affect fuel tank lightning protection, fuel tank ignition source prevention, and fuel tank flammability exposure.

22.

Main deck cargo door installation.

Yes

No

No

Redistribution of internal loads, change to aeroelastic characteristics, system changes.

23.

Expansion of an aircraft’s operating envelope.*

No

No

Yes*

*Some changes may be deemed ‘not significant’ depending on the extent of the expansion.

An expansion of operating capability is a significant change (e.g. an increase in maximum altitude limitation, approval for flight in icing conditions, or an increase in airspeed limitations).

24.

Changing the floor from passenger-carrying to cargo-carrying capability.

Yes

No

Yes

Completely new floor loading and design. Redistribution of internal loads, change to cabin safety certification specifications, system changes. If a cargo handling system is installed, it would be a related change.

25.

Initial installation of an APU essential for aircraft flight operation.

No

No

Yes

Changes to emergency electrical power certification specifications, change to aircraft flight manual and operating characteristics.

26.

Conversion from hydraulically actuated brakes to electrically actuated brakes.

No

No

Yes

Assumptions of certification for aeroplane performance are changed.

27.

Installation of engine thrust reversers.

Yes

No

Yes

28.

Request for extended-range operations (ETOPS) type design approval for: (a) aeroplanes without an existing ETOPS type design approval, and
(b) extension of an aeroplane’s diversion time.

No

No

Yes

An expansion of diversion capability for ETOPS would normally be a significant change. However, expanding the diversion capability for which it was originally designed is generally not a significant change. In this case, the assumptions used for certification of the basic product remain valid, and the results can be applied to cover the changed product with predictable effects or can be demonstrated without significant physical changes to the product.

29.

Installation of an engine with a FADEC on an aeroplane that did not previously have a FADEC engine installed.

No

No

Yes

A change from a mechanical control engine to a FADEC engine may be so extensive that it affects basic aircraft systems integration and architecture concepts and philosophies. This drives a complete reassessment of flight-crew workload, handling qualities, and performance evaluation, which are different from the original design assumptions.

1.

Alternate engine installation or hush kit at same position.

No

No

No

It is not significant so long as there is less than a 10 per cent increase in thrust or there is not a change to the principles of propulsion. A change to position to accommodate a different engine size could influence aeroplane performance and handling qualities and result in a significant change.

2.

A small change to fuselage length due to re-fairing the aft body or radome.

No

No

No

For cruise performance reasons, where such changes do not require extensive structural, systems, aerodynamic, or AFM changes.

3.

Re-fairing of wing tip caps (for lights, fuel dump pipes) and addition of splitter plates to the trailing edge thickness of the cruise aerofoil.

No

No

No

Does not require extensive structural, AFM, or systems changes.

4.

Additional power used to enhance high-altitude or hot-day performance.

No

No

No

Usually no change to basic operating envelope. Existing certification data can be extrapolated. Could be significant product change if the additional power is provided by installation of a rocket motor or additional, on demand engine due to changes to certification assumptions.

5.

Installation of an autopilot system.

No

N/A

See notes

It may be possible that the modification is adaptive in nature, with no change to original certification assumptions. However, in certain cases the installation of an autopilot may include extensive changes and design features that change both the general configuration and the assumptions for certification (i.e. installation of the autopilot may introduce a number of additional mechanical and electronic failure modes and change the hazard classification of given aircraft-level failures).

6.

Change from assembled primary structure to monolithic or integrally machined structure.

No

No

No

Method of construction must be well understood.

7.

Modification to ice protection systems.

No

No

No

Recertification required, but certification basis is adequate.

8.

Brakes: design or material change, e.g. steel to carbon.

No

No

No

Recertification required, but certification basis is adequate.

9.

Redesign floor structure.

No

No

No

By itself, not a significant product change. It is significant if part of a cargo conversion of a passenger aeroplane.

10.

New cabin interior with no fuselage length change.

No

No

No

A new cabin interior includes new ceiling and sidewall panels, stowage, galleys, lavatories, and seats. Novel or unusual design features in the cabin interior may require special conditions. Many interior-related certification specifications are incorporated in operational rules. Even though the design approval holder may not be required to comply with these certification specifications, the operator may be required to comply.

11.

A rearrangement of an interior (e.g. seats, galleys, lavatories, closets, etc.).

No

No

No

—

12.

Novel or unusual method of construction of a component.

No

No

No

The component change does not rise to the product level. Special conditions could be required if there are no existing certification specifications that adequately address these features.

13.

Initial installation of a non-essential APU.

No

No

No

A stand-alone initial APU installation on an aeroplane originally designed to use ground- or airport-supplied electricity and air conditioning. In this case, the APU would be an option to be independent of airport power.

14.

Increasing the life limit as CS 25.571 fatigue testing progresses for a recently type-certified aeroplane.

No

No

No

For example, a recently type-certified aeroplane may undergo fatigue testing as part of compliance with CS 25.571. In this case, the TC holder may specify an initial life limit in the airworthiness limitations section (ALS) and gradually increase that life limit as fatigue testing progresses. Such change to the ALS is considered not significant.

15.

Extending limit of validity (LOV)

No

No

No

Extending an LOV without any other change to the aeroplane is not a significant change. However, if extending the LOV requires a physical design change to the aeroplane, the design change is evaluated to determine the level of significance of the design change.

16.

Airframe life extension.

No

No

No

This does not include changes that involve changes to design loads, such as pressurisation or weight increases. Also, this does not include changing from safe life to damage tolerance.

17.

Changes to the type or number of emergency exits by de-rating doors or deactivating doors with corresponding reduction in passenger capacity.

No

No

No

The new emergency egress does not exceed that previously substantiated because the certified number of passengers is reduced.

18.

Request for ETOPS type design approval for a type design change of a product with an existing ETOPS type design approval.

No

No

No

A change to a product with an existing ETOPS type design approval without a change to diversion capability would normally not be significant. However, if the existing ETOPS type design approval was based on policy prior to the adoption of transport category ETOPS airworthiness standards, then there is not an adequate certification basis to evaluate the type design change for ETOPS.
In this case, the change is still not significant, and the appropriate transport category ETOPS airworthiness standards would apply.

19.

An avionics change from federated electromechanical displays to federated electronic displays.

No

No

No

Changing an electromechanical display to an electronic display is not considered significant.

20.

An avionics change replacing an integrated avionics system with another integrated avionics system.

No

No

No

The assumptions used to certify a highly integrated avionics system should be the same for another highly integrated avionics system.

Example

Description of Change

Notes

1.

Change from the number and/or configuration of rotors (e.g. main & tail rotor system to two main rotors).

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

2.

Change from an all-metal rotorcraft to all-composite rotorcraft.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

1.

Comprehensive flight deck upgrade, such as conversion from entirely federated, independent electromechanical flight instruments to highly integrated and combined electronic display systems with extensive use of software and/or complex electronic hardware.

No

No

Yes

Affects avionics and electrical systems integration and architecture concepts and philosophies.

This drives a reassessment of the human–machine interface, flight-crew workload, and re-evaluation of the original design flight deck assumptions.

2.

Certification for flight into known icing conditions.

No

No

Yes

3.

(Fixed) flying controls from mechanical to fly-by-wire.

No

No

Yes

This drives a complete reassessment of the rotorcraft controllability and flight control failure.

4.

Addition of an engine; e.g. from single to twin or reduction of the number of engines; e.g. from twin to single.

Yes

Yes

Yes

—

5.

A change of the rotor drive primary gearbox from a splash-type lubrication system to a pressure-lubricated system due to an increase in horsepower of an engine or changing from a piston engine to turbine engine.

No

Yes

Yes

—

6.

A fuselage or tail boom modification that changes the primary structure, aerodynamics, and operating envelope sufficiently to invalidate the certification assumptions.

Yes

No

Yes

—

7.

Application of an approved primary structure to a different approved model (e.g. installation on a former model of a main rotor that has been approved on a new model, and that results in increased performance).

No

Yes

Yes

—

8.

Emergency medical service (EMS) configuration with primary structural changes sufficient to invalidate the certification assumptions.

No

No

Yes

Many EMS configurations will not be classified as significant. Modifications made for EMS are typically internal, and the general external configuration is normally not affected. These changes should not automatically be classified as significant.

Note: Door addition or enlargement involving structural change would be significant.

9.

Skid landing gear to wheel landing gear or wheel landing to skid.

Yes

No

Yes

—

10.

Change of the number of rotor blades.

Yes

No

Yes

—

11.

Change of tail anti-torque device (e.g. tail rotor, ducted fan, or other technology).

Yes

Yes

No

—

12.

Passenger-configured helicopter to a firefighting-equipment-configured helicopter.

Yes

No

Yes

Depends on the firefighting configuration.

13.

Passenger-configured helicopter to an agricultural-configured helicopter.

Yes

No

Yes

Depends on the agricultural configuration.

14.

An initial Category A certification approval to an existing configuration.

No

No

Yes

—

15.

IFR upgrades involving installation of upgraded components for new IFR configuration.

No

No

Yes

Changes to architecture concepts, design philosophies, human-machine interface, or flight-crew workload.

16.

Human external cargo (HEC) certification approval.

No

No

Yes

Must comply with the latest HEC certification specifications in order to obtain operational approval. Assumptions used for certification are considered invalidated when this leads to a significant re-evaluation, for example, of fatigue, quick-release systems, HIRF, one-engine-inoperative (OEI) performance, and OEI procedures.

17.

Reducing the number of pilots for IFR from two to one.

No

No

Yes

—

18.

An avionics upgrade that changes a federated avionics system to a highly integrated avionics system.

No

No

Yes

This change refers to the avionics system that feeds the output to displays and not the displays themselves.

19.

An avionics upgrade that changes the method of input from the flight crew, which was not contemplated during the original certification.

No

No

Yes

A change that includes touchscreen technology typically does not invalidate the assumptions used for certification.

A change that incorporates voice-activated controls or other novel human-machine interface would likely invalidate the assumptions used for certification.

1.

Emergency floats.

No

No

No

Must comply with the specific applicable certification specifications for emergency floats. This installation, in itself, does not change the rotorcraft configuration, overall performance, or operational capability. Expanding an operating envelope (such as operating altitude and temperature) and mission profile (such as passenger-carrying operations to external-load operations, flight over water, or operations in snow conditions) are not by themselves so different that the original certification assumptions are no longer valid at the type-certified-product level.

2.

Forward looking infrared (FLIR) or surveillance camera installation.

No

No

No

Additional flight or structural evaluation may be necessary but the change does not alter the basic rotorcraft certification.

3.

Helicopter terrain awareness warning system (HTAWS) for operational credit.

No

No

No

Certified under rotorcraft HTAWS AMC guidance material and ETSO-C194. Does not alter the basic rotorcraft configuration.

4.

Health usage monitoring system (HUMS) for maintenance credit.

No

No

No

Certified under rotorcraft HUMS GM guidance material. Does not alter the basic rotorcraft configuration.

5.

Expanded limitations with minimal or no design changes, following further tests/justifications or different mix of limitations (CG limits, oil temperatures, altitude, minimum/maximum weight, minimum/ maximum external temperatures, speed, engine ratings).

No

No

No

Changes to an operating envelope (such as operating altitude and temperature) and mission profile (such as passenger-carrying operations to external-load operations, flight over water, or operations in snow conditions) that are not so different that the original certification assumptions remain valid.

6.

Change from a single-channel FADEC to a dual-channel FADEC.

Change does not change the overall product configuration or the original certification assumptions.

7.

Installation of a new engine type, equivalent to the former one, leaving aircraft installation and limitations substantially unchanged.

No

No

No

Refer to AMC 27 or AMC 29 for guidance. Does not alter the basic rotorcraft configuration, provided there is no additional capacity embedded in the new design.

8.

Windscreen installation.

No

No

No

Does not change the rotorcraft overall product configuration.

9.

Snow skis, ‘Bear Paws.’

No

No

No

Must comply with specific certification specifications associated with the change. Expanding an operating envelope (such as operating altitude and temperature) and mission profile (such as passenger-carrying operations to external-load operations, flight over water, or operations in snow conditions) are not by themselves so different that the original certification assumptions are no longer valid at the type-certified-product level.

10.

External cargo hoist.

No

No

No

Must comply with the specific applicable certification specifications for external loads. This installation, in itself, does not change the rotorcraft configuration, overall performance, or operational capability. Expanding an operating envelope (such as operating altitude and temperature) and mission profile (such as passenger-carrying operations to external-load operations (excluding HEC), flight over water, or operations in snow conditions) are not by themselves so different that the original certification assumptions are no longer valid at the type-certified-product level.

11.

IFR upgrades involving installation of upgraded components to replace existing components.

No

No

No

Not a rotorcraft-level change.

12.

An avionics change from federated electromechanical displays to federated electronic displays.

No

No

No

Changing an electromechanical display to an electronic display on a single avionics display is not considered significant.

13.

An avionics change replacing an integrated avionics system with another integrated avionics system.

No

No

No

The assumptions used to certify a highly integrated avionics system should be the same for another highly integrated avionics system.

14.

Flight deck replacement of highly integrated and combined electronic display systems with other highly integrated and combined electronic display systems.

No

No

No

Not significant if the architecture concepts, design philosophies, human–machine interface, flight-crew workload design and flight-deck assumptions are not impacted.

15.

IFR upgrades involving installation of upgraded components for new IFR configuration.

No

No

No

No changes to architecture concepts, design philosophies, human–machine interface, or flight-crew workload.

16.

Flight deck replacement or upgrade of avionics systems in non-Appendix ‘B’ (IFR) or non-CAT ‘A’ rotorcraft that can enhance safety or pilot awareness.

No

No

No

—

17.

Modifications to non-crashworthy fuel systems intended to improve its crashworthiness.

No

No

No

—

18.

Changing the hydraulic system from one similar type of fluid to another, e.g. a fluid change from a highly flammable mineral oil-based fluid
(MIL-H-5606) to a less flammable synthetic hydrocarbon-based fluid (MIL-PRF-87257)

No

No

No

—

19.

An ETSO C-127 dynamic seat installed in a helicopter with an existing certification basis prior to addition of CS 29.562, Emergency landing dynamic conditions.

No

No

No

Turbine Engines

1.

Traditional turbofan to geared-fan engine.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

2.

Low-bypass ratio engine to high-bypass ratio engine with an increased inlet area.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

3.

Turbojet to turbofan.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

4.

Turboshaft to turbo-propeller.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

5.

Conventional ducted fan to unducted fan.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

6.

Turbine engine for subsonic operation to afterburning engine for supersonic operation.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable certification basis is required.

Turbine Engines

1.

Increase/decrease in the number of compressor/turbine stages with resultant change to approved operational limitations.

Yes

No

Yes

Change is associated with other changes that would affect the rating of the engine and the engine dynamic behaviour, such as backbone bending, torque spike effects on rotors and casing, surge and stall characteristics, etc.

2.

New design fan blade and fan hub, or a bladed fan disk to a blisk, or a fan diameter change, that could not be retrofitted.

Yes

No

Yes

Change is associated with other changes to the engine thrust/power, ratings, and operating limitations; engine dynamic behaviour in terms of backbone bending, torque spike effects on casing, foreign object ingestion behaviour (birds, hail, rain, ice slab); blade-out test and containment; induction system icing capabilities; and burst model protection for the aircraft. If there is a diameter change, installation will be also affected.

3.

Hydromechanical control to FADEC/electronic engine control (EEC) without hydromechanical backup.

Yes

No

No

Change to engine control configuration. Not interchangeable. Likely fundamental change to engine operation.

4.

A change to the containment case from hard-wall to composite construction or vice versa that could not be retrofitted without additional major changes to the engine or restricting the initial limitations or restrictions in the initial installation manual.

No

Yes

Yes

Change to methods of construction that have affected inherent strength, backbone bending, blade-to-case clearance retention, containment wave effect on installation, effect on burst model, torque spike effects.

5.

A change to the gas generator (core, turbine/compressor/ combustor) in conjunction with changes to approved operating limitations.

No

No

Yes

Change is associated with other changes that would affect engine thrust/power and operating limitations, and have affected the dynamic behaviour of the engine, foreign object ingestion behaviour (birds, hail storm, rain, ice shed), induction system icing capabilities. Assumptions used for certification may no longer be valid.

6.

A change from traditional metal to composite materials on an assembly or structure that provides a load path for the engine affecting the engine dynamic behaviour and/or the engine inherent strength.

No

Yes

Yes

Change to principles of construction and design.

Piston Engines

7.

Convert from mechanical to electronic control system.

Yes

Yes

No

Change to engine configuration: installation interface of engine changed.

Changes to principles of construction: digital controllers and sensors require new construction techniques and environmental testing.

8.

Add turbocharger that increases performance and changes to overall product.

Yes

No

Yes

Change to general configuration: installation interface of engine changed (exhaust system).

Certification assumptions invalidated: change to operating envelope and performance.

9.

Convert from air-cooled cylinders to liquid-cooled cylinders.

Yes

No

Yes

Change to general configuration: installation interface of engine changed (cooling lines from radiator, change to cooling baffles). Certification assumptions invalidated: change to operating envelope and engine temperature certification specifications.

10.

A change from traditional metal to composite materials on an assembly or structure that provides a load path for the engine affecting the engine dynamic behaviour and/or the engine inherent strength.

No

Yes

Yes

Change to principles of construction and design.

11.

Convert from spark-ignition to compression-ignition.

Yes

No

Yes

Change to general configuration: installation interface of engine changed (no mixture lever).

Certification assumptions invalidated: change to operating envelope and performance.

Turbine Engines

1.

Change to the material from one type of metal to another type of metal of a compressor drum.

No

No

No

No change to performance. Assumptions are still valid.

2.

Increase/decrease in the number of compressor/turbine stages without resultant change to operational performance envelope.

No

No

No

No change to performance. Assumptions are still valid.

3.

Hardware design changes to the FADEC/EEC, the introduction of which does not change the function of the system.

No

No

No

No change to configuration. Retrofitable.
Assumptions used for certification are still valid. Possible changes to principles of construction are insignificant.

4.

Software changes.

No

No

No

—

5.

Rub-strip design changes.

No

No

No

Component-level change.

6.

A new combustor that does not change the approved limitations or dynamic behaviour.*

(*Exclude life limits.)

No

No

No

Component-level change.

7.

Bearing changes.

No

No

No

Component-level change.

8.

New blade designs with similar material that can be retrofitted.

No

No

No

Component-level change.

9.

Fan blade redesign that can be retrofitted.

No

No

No

Component-level change.

10.

Oil tank redesign.

No

No

No

Component-level change.

11.

Change from one hydromechanical control to another hydromechanical control.

No

No

No

Component-level change.

12.

Change to limits on life-limited components supported by data that became available after certification.

No

No

No

Extending or reducing the life limits. For example, extending life limits based on credits from service experience or new fatigue data.

13.

Changes to limits on exhaust gas temperature.

No

No

No

14.

Changes to the Airworthiness Limitations section with no configuration changes.

No

No

No

—

15.

Bump ratings within the product’s physical capabilities that may be enhanced with gas path changes, such as blade re-staggering, cooling hole patterns, blade coating changes, etc.

No

No

No

—

Piston Engines

16.

New or redesigned cylinder head, valves, or pistons.

No

No

No

—

17.

Changes to crankshaft.

No

No

No

Component-level change.

18.

Changes to crankcase.

No

No

No

Component-level change.

19.

Changes to carburettor.

No

No

No

Component-level change.

20.

Changes to mechanical fuel injection system.

No

No

No

21.

Changes to mechanical fuel injection pump.

No

No

No

Component-level change.

22.

Engine model change to accommodate new aircraft installation. No change to principles of operation of major subsystems; no significant expansion in power or operating envelopes or in limitations.

No

No

No

—

23.

A simple mechanical change, or a change that does not affect the basic principles of operation. For example, change from dual magneto to two single magnetos on a model.

No

No

No

—

24.

Subsystem change produces no changes to base engine input parameters, and previous analysis can be reliably extended. For example, a change to turbocharger where induction system inlet conditions remain unchanged, or if changed, the effects can be reliably extrapolated.

No

No

No

—

25.

Change to material of secondary structure or not highly loaded component. For example, a change from metal to composite material in a non-highly loaded component, such as an oil pan that is not used as a mount pad.

No

No

No

Component-level change.

26.

Change to material that retains the physical properties and mechanics of load transfer. For example, a change to trace elements in a metal casting for ease of pouring or to update to a newer or more readily available alloy with similar mechanical properties.

No

No

No

Component-level change.

1.

Change to the number of blades.

Proposed change to design is so extensive that a substantially complete investigation of compliance with the applicable type-certification basis is required.

1.

Principle of pitch change, such as a change from single acting to dual acting.

Yes

Yes

Yes

Requires extensive modification of the pitch change system with the introduction of backup systems. The inherent control system requires re-evaluation.

2.

Introduction of a different principle of blade retention, such as a single row to a dual row bearing.

Yes

Yes

No

Requires extensive modification of the propeller hub and blade structure.
The inherent strength requires re-evaluation.

3.

A hub configuration change, such as a split hub to a one-piece hub.

Yes

Yes

No

Requires extensive modification of the propeller hub structure. The inherent strength requires re-evaluation.

4.

Changing the method of mounting the propeller to the engine, such as a spline to a flange mount.

Yes

Yes

No

Requires extensive modification of the propeller hub structure. The inherent strength requires re-evaluation.

5.

Change to hub material from steel to aluminium.

Yes

Yes

No

Requires extensive modification of the propeller hub structure and change to method of blade retention.
The inherent strength requires re-evaluation.

6.

Change to blade material from metal to composite.

Yes

Yes

Yes

Requires extensive modification of the propeller blade structure and change to method of blade retention. Composite construction methods required. The inherent strength requires re-evaluation.

7.

Change from hydromechanical to electronic control.

Yes

Yes

Yes

Electronic manufacturing and design methods required. Assumptions used for certification are no longer valid or not addressed in the original certification, i.e. HIRF and lightning protection, fault tolerance, software certification, and other aspects.

1.

Change to the material of a blade bearing.

No

No

No

Component-level change.

2.

Change to a component in the control system.

No

No

No

Component-level change.

3.

Change to a propeller
de-icer boot.

No

No

No

Component-level change.

4.

Changes to the operational design envelope, such as increase in power.

No

No

No

Propeller’s operating characteristics and inherent strength require re-evaluation.

5.

Change to the intended usage, such as normal to acrobatic category.

No

No

No

Propeller’s operating characteristics and inherent strength require re-evaluation.