GM1 21.A.7(a) Scope of ICA, their publication format and typical ICA data

• ED Decision 2021/007/R found in: Initial Airworthiness and Environmental Protection (748/2012) Part-21 Part-21L (Jul 2024)

GM1 21.A.7(a) Scope of ICA, their publication format and typical ICA data ED Decision 2021/007/R (a)     ICA can be published in documents or in a manner other than the traditional understanding of a document — for example, as a series of web pages, or Information Technology (IT) tools, or in a publishing format linked to tasks or data modules rather than pages. (b)     The design approval holder (DAH) can decide — within the framework provided by point [21.A.7](#_DxCrossRefBm1649096932) and its acceptable means of compliance and guidance material — to publish the ICA in the most suitable location as part of all the information published to support the airworthiness of an aircraft. Publications typically produced by DAHs (e.g. for the demonstration of compliance with a certification basis established on the basis of CS-25), and which may therefore include ICA, consist of: — aircraft maintenance manuals (AMMs); — scheduled maintenance requirements (e.g. MRBRs); — off-wing component maintenance or overhaul manuals; — parts catalogues; — tooling manuals; — wiring diagram manuals; — weight and balance manuals; — electrical loads analyses; — extended range operations (ETOPS) configuration maintenance programs/plans; — supplemental structural inspection documentation; — certification maintenance requirements; — Airworthiness Limitations items; — ageing aircraft maintenance requirements; — fuel tank safety related limitations (e.g. critical design configuration control limitation (CDCCL)); — electrical wiring interconnection system instructions; — corrosion prevention and control programmes; — troubleshooting manuals. *Note:* The above is only an example of the publications that may contain ICA according to CS‑25; the list is not exhaustive, nor does it represent a minimum list of ICA. (c)      The requirement for ICA is not intended to ensure that all products or articles may be restored to an airworthy condition. A certain level of deterioration may require a product or an article to be permanently withdrawn from service, and restoration may not be reasonably achievable. Notwithstanding the above, the existence of an MRBR task other than ‘Discard (DS or DIS)’ should be a clear indication of the necessity/obligation to produce a corresponding ICA. Certain deteriorations or levels of deterioration may require specific instructions (e.g. inspection or restoration) that will only be developed and provided on a case-by-case basis, as needed, for a given product or article, and as such, will not be included in the ICA. In some exceptional cases, product ICA may ultimately instruct the user to contact the DAH in order to define the specific instructions on a case-by-case basis. This typically happens when the definition of generic instructions covering all possible cases is not possible. For example, following an aircraft hard landing, a detailed analysis may have to be carried out by the DAH to determine the specific instructions to be followed, which depends on the touchdown loads, recalculated postflight, based on recorded flight data. ##### GM1 21.A.7(a) Scope of ICA, their publication format and typical ICA data *ED Decision 2021/007/R* (a) ICA can be published in documents or in a manner other than the traditional understanding of a document — for example, as a series of web pages, or Information Technology (IT) tools, or in a publishing format linked to tasks or data modules rather than pages. (b) The design approval holder (DAH) can decide — within the framework provided by point [21.A.7](#_DxCrossRefBm485230423) and its acceptable means of compliance and guidance material — to publish the ICA in the most suitable location as part of all the information published to support the airworthiness of an aircraft. Publications typically produced by DAHs (e.g. for the demonstration of compliance with a certification basis established on the basis of CS-25), and which may therefore include ICA, consist of: — aircraft maintenance manuals (AMMs); — scheduled maintenance requirements (e.g. MRBRs); — off-wing component maintenance or overhaul manuals; — parts catalogues; — tooling manuals; — wiring diagram manuals; — weight and balance manuals; — electrical loads analyses; — extended range operations (ETOPS) configuration maintenance programs/plans; — supplemental structural inspection documentation; — certification maintenance requirements; — Airworthiness Limitations items; — ageing aircraft maintenance requirements; — fuel tank safety related limitations (e.g. critical design configuration control limitation (CDCCL)); — electrical wiring interconnection system instructions; — corrosion prevention and control programmes; — troubleshooting manuals. *Note:* The above is only an example of the publications that may contain ICA according to CS‑25; the list is not exhaustive, nor does it represent a minimum list of ICA. (c) The requirement for ICA is not intended to ensure that all products or articles may be restored to an airworthy condition. A certain level of deterioration may require a product or an article to be permanently withdrawn from service, and restoration may not be reasonably achievable. Notwithstanding the above, the existence of an MRBR task other than ‘Discard (DS or DIS)’ should be a clear indication of the necessity/obligation to produce a corresponding ICA. Certain deteriorations or levels of deterioration may require specific instructions (e.g. inspection or restoration) that will only be developed and provided on a case-by-case basis, as needed, for a given product or article, and as such, will not be included in the ICA. In some exceptional cases, product ICA may ultimately instruct the user to contact the DAH in order to define the specific instructions on a case-by-case basis. This typically happens when the definition of generic instructions covering all possible cases is not possible. For example, following an aircraft hard landing, a detailed analysis may have to be carried out by the DAH to determine the specific instructions to be followed, which depends on the touchdown loads, recalculated postflight, based on recorded flight data.