AMC 21L.A.47(a) Physical inspection and flight tests of the first article of that aircraft (first-article inspection) prior to registration of a declaration of design compliance

• ED Decision 2023/013/R found in: Initial Airworthiness and Environmental Protection (748/2012) Part-21 Part-21L (Jul 2024)

AMC 21L.A.47(a) Physical inspection and flight tests of the first article of that aircraft (first-article inspection) prior to registration of a declaration of design compliance ED Decision 2023/013/R 1. Purpose The purposes of the first-article inspection (of the article that is in conformance with the declared design) prior to the registration of a declaration of design compliance for a particular aircraft design are: a.       for EASA to ensure the completion of the demonstration-of-compliance activities conducted by the declarant under point [21L.A.44](#_DxCrossRefBm1649097841) in accordance with the information provided in accordance with point [21L.A.43](#_DxCrossRefBm1649097270) and in particular the compliance-demonstration plan; b.       for EASA to ensure1 that the designed aircraft is capable of conducting safe flight during in-service operations and does not have any environmental incompatibilities; c.       in case the declarant is a declared design organisation, for EASA to conduct further oversight in accordance with point [21L.B.183](#_DxCrossRefBm1649097817)(b) of Subpart J in order to ensure that the declarant is able to discharge its obligations. Note: Under Subpart C of Section A there is no obligation for a declarant of an aircraft declaration of design compliance to submit a declaration of design capability. 1 This is limited to the scope of the activities that can be conducted under point 2 and the elements of the product that are selected for inspection based upon a risk-based approach to safety and environmental incompatibility. 2. Methodology and evidence The first-article inspection will be conducted by EASA at an appropriate location(s) selected by the declarant where an effective review and inspection activities can take place. This (these) location(s) should: —    include the location of the aircraft for which the declaration of design compliance has been submitted under point [21L.A.43](#_DxCrossRefBm1649097270); —    be in the principal place of business (which in accordance with [Article 8](#_DxCrossRefBm1649096867)(2) of Regulation (EU) No 748/2012 must be in an EU Member State); and —    in case the declarant is a declared design organisation, be in a location that enables the competent authority to conduct the oversight stated in point 1(c) above. Note: The principal place of business is defined as follows: ‘The head office or registered office of the organisation within which the principal financial functions and operational control of the activities referred to in this Regulation are exercised.’ The Agency will conduct a physical inspection of the aircraft, engine or propeller for which the registration of a declaration of design compliance has been requested. This inspection, along with any other activity that EASA deems necessary (see point [21L.A.44](#_DxCrossRefBm1649097841)(f)), should ensure that the objectives mentioned in point 1 are met. The declarant should make the following arrangements to support the first-article inspection: a.       prepare the aircraft, engine, propeller, systems or components for live testing (including flight testing) upon EASA’s request; b.       make available the final version of the compliance-demonstration plan; c.       provide access to supporting compliance documentation and test reports; d.       provide access to key design and production personnel; e.       if relevant (the declarant has opted to become a declared design organisation), make available any design processes and procedures that were used. It will be necessary for EASA to conduct flight testing of the final configuration of the aircraft. This flight testing will be performed according to a plan proposed by the declarant prior to the first-article inspection and agreed by EASA. Flight testing could be a combination of: a.       a predefined flight-test plan that is not specific to the particular aircraft type; b.       specific flight testing to focus on targeted aspects after a review of the declarant’s flight-testing data/reports. The above list of additional sources of evidence is not exhaustive. It is possible that during the first-article inspection EASA may discover evidence that indicates that the declarant has: a.       misunderstood, misinterpreted or not demonstrated compliance with the applicable technical specifications or the applicable environmental protection requirements, which could lead to an unsafe or an environmentally incompatible design; b.       not fulfilled its design obligations as a declared design organisation (if applicable); c.       not utilised good design management principles to ensure compliance or control of the design. If such evidence is discovered, the declarant should support EASA in conducting a more in-depth investigation into the compliance documentation and/or the design practices of the declarant. The purpose of this in-depth investigation should be to determine whether or not compliance was demonstrated, the root cause(s) and the corrective actions. This investigation should also serve to prevent a reoccurrence of the issue. 3. Aircraft condition and configuration The declarant should present to EASA the aircraft, engine or propeller (if applicable) in the final configuration for which compliance has been declared by the declarant. It is possible for the declarant to arrange inspection visits with EASA prior to the declaration of compliance (for example, for noise testing). Any differences between the configuration presented to EASA for the first-article inspection and the final configuration in the declaration of design compliance should be justified by the declarant and may, therefore, depending upon their criticality, be subject to more focussed scrutiny during the first-article inspection. It is possible that some differences from the final configuration may delay the registration of the declaration of design compliance. 4. Findings and resolution In the process of the activities mentioned in point 2, EASA will raise an appropriate finding or observation against the aircraft if a non-compliance is discovered. Findings will need to be resolved by the declarant before the declaration of design compliance is registered. 5. Duration and schedule The first-article inspection may be a single visit or multiple visits depending on the complexity of the design. For example, EASA may wish to witness or participate to compliance-demonstration testing (for example, noise testing) prior to the first-article inspection. The declarant should coordinate with the competent authority so that the first-article-inspection activities conducted under point [21L.B.143](#_DxCrossRefBm1649097816)(b) or point [21L.B.251](#_DxCrossRefBm1649097780)(b) are conducted as far as practical at the same time as first-article-inspection activities conducted under point [21L.B.62](#_DxCrossRefBm1649097863)(b). ##### AMC 21L.A.47(a) Physical inspection and flight tests of the first article of that aircraft (first-article inspection) prior to registration of a declaration of design compliance *ED Decision 2023/013/R* 1. Purpose The purposes of the first-article inspection (of the article that is in conformance with the declared design) prior to the registration of a declaration of design compliance for a particular aircraft design are: a. for EASA to ensure the completion of the demonstration-of-compliance activities conducted by the declarant under point [21L.A.44](#_DxCrossRefBm485231337) in accordance with the information provided in accordance with point [21L.A.43](#_DxCrossRefBm485230761) and in particular the compliance-demonstration plan; b. for EASA to ensure1 that the designed aircraft is capable of conducting safe flight during in-service operations and does not have any environmental incompatibilities; c. in case the declarant is a declared design organisation, for EASA to conduct further oversight in accordance with point [21L.B.183](#_DxCrossRefBm485231313)(b) of Subpart J in order to ensure that the declarant is able to discharge its obligations. *Note*: Under Subpart C of Section A there is no obligation for a declarant of an aircraft declaration of design compliance to submit a declaration of design capability. 1 This is limited to the scope of the activities that can be conducted under point 2 and the elements of the product that are selected for inspection based upon a risk-based approach to safety and environmental incompatibility. 2. Methodology and evidence The first-article inspection will be conducted by EASA at an appropriate location(s) selected by the declarant where an effective review and inspection activities can take place. This (these) location(s) should: — include the location of the aircraft for which the declaration of design compliance has been submitted under point [21L.A.43](#_DxCrossRefBm485230761); — be in the principal place of business (which in accordance with [Article 8](#_DxCrossRefBm485230357)(2) of Regulation (EU) No 748/2012 must be in an EU Member State); and — in case the declarant is a declared design organisation, be in a location that enables the competent authority to conduct the oversight stated in point 1(c) above. *Note*: The principal place of business is defined as follows: ‘The head office or registered office of the organisation within which the principal financial functions and operational control of the activities referred to in this Regulation are exercised.’ The Agency will conduct a physical inspection of the aircraft, engine or propeller for which the registration of a declaration of design compliance has been requested. This inspection, along with any other activity that EASA deems necessary (see point [21L.A.44](#_DxCrossRefBm485231337)(f)), should ensure that the objectives mentioned in point 1 are met. The declarant should make the following arrangements to support the first-article inspection: a. prepare the aircraft, engine, propeller, systems or components for live testing (including flight testing) upon EASA’s request; b. make available the final version of the compliance-demonstration plan; c. provide access to supporting compliance documentation and test reports; d. provide access to key design and production personnel; e. if relevant (the declarant has opted to become a declared design organisation), make available any design processes and procedures that were used. It will be necessary for EASA to conduct flight testing of the final configuration of the aircraft. This flight testing will be performed according to a plan proposed by the declarant prior to the first-article inspection and agreed by EASA. Flight testing could be a combination of: a. a predefined flight-test plan that is not specific to the particular aircraft type; b. specific flight testing to focus on targeted aspects after a review of the declarant’s flight-testing data/reports. The above list of additional sources of evidence is not exhaustive. It is possible that during the first-article inspection EASA may discover evidence that indicates that the declarant has: a. misunderstood, misinterpreted or not demonstrated compliance with the applicable technical specifications or the applicable environmental protection requirements, which could lead to an unsafe or an environmentally incompatible design; b. not fulfilled its design obligations as a declared design organisation (if applicable); c. not utilised good design management principles to ensure compliance or control of the design. If such evidence is discovered, the declarant should support EASA in conducting a more in-depth investigation into the compliance documentation and/or the design practices of the declarant. The purpose of this in-depth investigation should be to determine whether or not compliance was demonstrated, the root cause(s) and the corrective actions. This investigation should also serve to prevent a reoccurrence of the issue. 3. Aircraft condition and configuration The declarant should present to EASA the aircraft, engine or propeller (if applicable) in the final configuration for which compliance has been declared by the declarant. It is possible for the declarant to arrange inspection visits with EASA prior to the declaration of compliance (for example, for noise testing). Any differences between the configuration presented to EASA for the first-article inspection and the final configuration in the declaration of design compliance should be justified by the declarant and may, therefore, depending upon their criticality, be subject to more focussed scrutiny during the first-article inspection. It is possible that some differences from the final configuration may delay the registration of the declaration of design compliance. 4. Findings and resolution In the process of the activities mentioned in point 2, EASA will raise an appropriate finding or observation against the aircraft if a non-compliance is discovered. Findings will need to be resolved by the declarant before the declaration of design compliance is registered. 5. Duration and schedule The first-article inspection may be a single visit or multiple visits depending on the complexity of the design. For example, EASA may wish to witness or participate to compliance-demonstration testing (for example, noise testing) prior to the first-article inspection. The declarant should coordinate with the competent authority so that the first-article-inspection activities conducted under point [21L.B.143](#_DxCrossRefBm485231312)(b) or point [21L.B.251](#_DxCrossRefBm485231276)(b) are conducted as far as practical at the same time as first-article-inspection activities conducted under point [21L.B.62](#_DxCrossRefBm485231359)(b).