# Presentation: 927531

## Certification/Maintenance

## Major Discussion Points

**International Helicopter Safety Team (HST)**
**Maintenance Credit for aircraft Health Monitoring and Management Systems (HMMS)**
**Transfer of CIS (Commonwealth of Independent States)-Manufactured Aircraft into Europe**
**Signing of the Revised US/New Zealand BASA IPA**

**Notes:**

IHST
Purpose of IHSS was to initiate an international collaborative team-government, industry, & operators. Consists of Civil and Military operations
Different type of operators on team-emergency, search & rescue, offshore oil, law enforcement, firefighting to name a few. Using definition of ICAO 13,
Goal is to decrease accident rate by 80% in the next 10 years. By 2016.
Similar to what was established to CAST. IHST 3 stage process; data analysis, set safety priorities, implement & influence safety enhancements.
Influencing safety right now. They are using cost analysis/benefit also.
Very committed to improving the safety of rotorcraft.  IHST is a joint, international voluntary effort to improve helicopter safety.
HMMS
Timeline-initial fix/fly, overhaul everything, overhaul some of the things, robust systems so reliability, now optimize maintenance requirements.
Continuing evolution-programs around for 70 years, HMMS is the technology of the future.
How does HMMS do it?-on board health assessments. It evaluates all flight critical structures, provides visual displays for pilots, in-flight change to automatically takes an action, updates the life history.
It doesn’t eliminate maintenance but gives real time info. (auto-ONSTAR is like a HMMS)
FAA guidance-new advisory and inspector handbook, new material planned 1st quarter 07.
TRANSFER OF CIS
Agency member states-25 countries since May 04.  Are expecting two more to join. (Romania & ?)
Objective is to facilitate the free movement of goods, persons and services.
What do we mean and what do we have to do.  Grandfathered rights initially when 10 new member states came in they were unable to transfer their rights.  There are provisions in the EU regulatory framework to allow continued operation under member states national system until March 07.
Expectation is to assess the aircraft.  They need to complete the ‘catch-up process’, then ‘westernized’ type certification basis using twin brother concept. Finally compliance check lists with above westernized TC basis have to be established and accepted by EASA in order to issue an EASA Type cert.
Where are we today- industry and EASA have to understand what’s in the system, 2nd need to define a minimum set of rules, and finally need to establish appropriate links & workflows for the dissemination of approved data supporting the continues airworthiness of the existing fleet.
SIGNING WITH NEW ZEALAND
This is a product of us listening to our customers.  Journey began a short time ago, back in 2004 in Wellington.  The FAA made the commitment for both Australia and New Zealand. Signing completed.

## Reaction from the Floor

**IHST**
**IHST-wanted DoD to report on product failures. **
**Request for FAA to limit the return of military surplus off the shelf products into standard airworthiness. Meeting held and provided actions the manufacturer could take to limit their exposure.**
**Wanted to know if icing in helicopter and airplanes being looked at.  IHST is looking at all causal factors.**
**HMMS**
**HMMS-currently there are systems available and not being utilized. **

**Notes:**
IHST  Request that department of defense (DoD) provide information back to the OEM when a product breaks.  We agreed and stated that it was a good forum for IHST to work on getting the data sharing from the military.
Request if military is going to operate in a way that wasn’t intended then need to make sure they don’t get it back in the flying public. Meeting held yesterday on this issue, we are also asking that the OEM to let the IHST know when there are items being sold.
Requested authorities to look at icing and asked if FAA is trying to bring together what airplane is doing and address same issues with the helicopter. Scott advised that the S92 got cert for icing and made sure they got inputs from the CSTA who deals with all types of airplane and helicopter icing.  Also working with bell on 609 and trying to use lessons learned from part 25 and 23.  John Hickey added and for past aircraft it needs to be brought up with the IHST so they can determine if it plays a role in critical accidents.
HMMS  Today they have condition monitoring and the airlines not using them.  Incorporation of system will add cost.  Still working on what systems will do and how to operate.
Can you give an example of how you’ll do structural monitoring. Any break in the structural loop will give info, can also give indication to the flight crew, not sure if going to have a BIT and if needed to be monitored this is still being looked at.
A comment was made that there are 2 systems being utilized one for engine oil other for vibration on helicopter gear box.  Presenter was not aware of them.  A statement was made that the key is for industry to get with the authorities early to work together to help each other implement new technology.

## Reaction from the Floor

**Transfer of CIS Aircraft**
**IAC understand that it is an activity of EASA and NAA. The manufacturer has the info to give EASA.**
**The IAC states the systems were evaluated & dealt with in EASA IAC working arrangement signed in Moscow 2004.**
**EASA stated there is still an issue regarding compliance with regulation 2042 continuing airworthiness.**

**Notes:**
CIS TOPIC
They understand that it is an activity of EASA and the NAA’s-The manufacture has the info to give to EASA.  The IAC states the systems were evaluated and dealt with in and EASA IAC working arrangement signed in Moscow 2004.
There still is an issue of continued airworthiness and is today’s issue regarding compliance with regulation 2042 continuing airworthiness.