AERO 2459 Lecture 1 Todasdsapic 1

7/16/2015
Welcome to
AERO 2513 (MC225/238)
AERO 2459 (BP078/070)
Airworthiness Management
Frameworks
Course Coordinator: Dr N S Bardell

Available:
(57.03.34) by appointment
Contact:
Ph: 03 9925 8066

Email: nick.bardell@rmit.edu.au
Background and work experience:

Currently Senior Lecturer in Aviation at RMIT University.
18 yrs ~ UK and Australian Aerospace Industry as structures/stress
engineer, rising to Technical Specialist and Regional Head of Engineering
at the Melbourne office of QuEST Global Engineering (formerly GKN
Aerospace Engineering Services).
14 yrs ~ UK Academia, firstly as a Research Assistant (PhD) and then a
Lecturer in Aircraft Structures in the Department of Aeronautics and
Astronautics at the University of Southampton.
RMIT University 2015
School of Aerospace, Mechanical and Manufacturing Engineering
7/16/2015
Groundrules
No smoking, eating or drinking.
Set mobiles to silent.
One person speaks at a time.
Show respect for one another.
If in doubt, ask yourself the question: Would I act
like this in a management board room meeting
with chief executives present?
7/16/2015
Course Content
Lecture 1 ~ Airworthiness: An Introduction.
Concept of airworthiness, understanding of
safety in an aviation context, technical
airworthiness, operational airworthiness.
Lecture 2 ~ Airworthiness Management Frameworks
History and explanation of the overarching legal
systems.
Lecture 3 ~ Airworthiness Management Frameworks
State of registry, the concept of National Aviation
Authorities (NAA), overview of the Australian
NAA (CASA).
(See the Course Outline for further details)

Course Content.Cont.
Lecture 4 ~ Initial Airworthiness
Overview of Civil Aircraft. The role of NAAs. Civil
Design Standards.
Overview of Military Aircraft. The role of NMAAs.
Military Design Standards.
Guest Lecture.
(See the Course Outline for further details)

7/16/2015
Course Content.Cont.
Lecture 7 ~
Continuing Airworthiness
Continuing Airworthiness Management
Organisations (CAMO).
Lecture 8 ~ Continuing Airworthiness
Approved Maintenance Organisations
(AMO).
Safety Management Systems (SMS).
Regulatory Compliance.
Related Issues.
Lecture 12 ~ Revision
Initial Airworthiness
(Original Airworthiness)
Reproduced from
sats.aeroengineer.net
Example: American General

Aircraft AG-5B Tiger
Continuing Airworthiness
(Recurrent Airworthiness)
Reproduced from
www.planespotters.net
7/16/2015
Assessments AERO2513 MC225/238

Quiz # 1 (worth 10%)
Week 4, closed book, in class at the start of the lecture.
Individual Assignment A (worth 15%)
Short Essay 500 words. Due Wk 5, 12:00 noon Monday.
Individual Assignment B (worth 25%)
Extended Essay 5,000 words. Due Wk 12, 12:00 noon Monday.
University Exam (worth 40%)
See the Course Assessment Guide for further details
Assessments AERO2459 BP078/070

Individual Assignment A (worth 30%)
Essay 1,500 words. Due Wk 8, 12:00 noon Friday.
University Exam (worth 50%)
See the Course Assessment Guide for further details

10
7/16/2015
AERO 2513 / 2459

Airworthiness Management
Frameworks
Lecture # 1
Introduction
This course will focus on the generic nature

of Airworthiness Management Frameworks
The aim of this course is to leave students in a position
where they can look at particular piece of regulation or
advisory material and understand what it is trying to
achieve, why it may be structured in the way it is and
what Airworthiness outcome is being addressed.
The assumption of this course is that if students
understand the philosophies and underlying concepts of
Airworthiness Systems then they will be better able to
execute the systems that they are working in, and will be
more likely to manage a successful Airworthiness
outcome.
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This course will focus on the generic nature

of Airworthiness Management Frameworks
Students should be able to answer with confidence:
What is this particular regulation trying to achieve?
How does this regulation create an effective
airworthiness outcome?
Are we worrying about something useful?
13
Useful Resources ~ Books
Very expensive, but a good upto-date (2014) basic primer

covering initial airworthiness
leading to type certification, with
an emphasis on GA.
Expensive, but it provides a good

overview of the various current
regulations applicable to both
initial and continuing
airworthiness. 2nd Edition 2011.
14
7/16/2015
Useful Resources ~ Books
Very ordinary timeline that

tells you next to nothing
about airworthiness!
AVOID! DONT WASTE
YOUR $$$$
Utter rubbish nonsensical dump of

what appears to be an internet search of
the word airworthiness and then
translated from Chinese into
incomprehensible English!
AVOID! DONT WASTE YOUR $$$

15
Useful Resources
All relevant publications and web links will be
provided as the need arises during the delivery
of this course.
Some handouts may be provided.
There is a very comprehensive Learning Guide
(~ 95 pages) available which you should
download and read in parallel with the lectures.
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Important Web Links

Federal Aviation Administration
http://www.faa.gov/
ELECTRONIC CODE OF FEDERAL REGULATIONS

https://www.faa.gov/regulations_policies/faa_regulations/
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Important Web LinksCont.

EASA
http://easa.europa.eu/
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Important Web Links.Cont.

ICAO
http://www.icao.int
19

CASA
http://www.casa.gov.au/
http://www.casa.gov.au/scripts/nc.dll?WCMS:PWA::pc=PC_91072
20
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http://www.defence.gov.au/dgta/webpages/Common/key%20documents.htm
21

UK Civil Aviation Authority
http://www.caa.co.uk/
UK Military Aviation Authority (MAA)

https://www.gov.uk/government/organisations/military-aviation-authority
European Defence Agency (EDA)

http://www.eda.europa.eu/
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NOTE
Due to the official nature of these important web sites,
they are constantly being updated and maintained. You
should always ensure you are consulting the latest issue
of any official document.
When you print a document, it becomes uncontrolled.
(This simply means the agency issuing the document has
no means of updating the printed copy lying on your
coffee table, and it is your responsibility to ensure you
have the current issue! ).
23
The Big Picture
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10 Minute Break
The Notion of Safety In Aviation
Are Aeroplanes
Safe ?
Reproduced from www.dailymail.co.uk

BA Flight 38, Boeing 777.
Reproduced from jetphotos.net

Lockheed C-121C Super Constellation at Avalon Airport, VIC.
Reproduced from embracedominica.com

KLM Boeing 747 landing at St Maarten, Caribbean.
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A Passenger Perspective of Safety
There are risks associated with flying in aircraft.
Someone is managing those risks on behalf of the
passenger.
The cost of the ticket includes everything needed to
ensure my safety as a passenger.
It is further reasonable to assume that a passengers
concept of safety is that when s/he flies s/he will not be
killed or severely injured.
27

A Passenger Perspective of Safety.Cont.
Hence in aviation what safety means to customers and
users is probably reasonable straight forward. People
dont expect to die and they dont expect to be injured.
They know there is some risk but they assume that risk
is very low, an assumption based on past experience.
The risk, while probably not quantitatively known is
deemed acceptable by the passenger given the fact s/he
has purchased a ticket.
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A Financial Perspective of Safety:
The most fundamental trade-off that exists in aviation is that
occurring between the cost of operation and the safety of an
operation.
What is reasonable when it comes down to the cost of
saving a life?
What do I need to spend to ensure an acceptable loss of
life?
This is not an abstract concept. The FAA, like all regulators,
has a process to formally review all proposed rule changes.
One of the fundamental elements of this process is a value
for money test. This approach is consistent throughout the
industry in a range of areas.
29

The ADF view of Safety:
Aviation safety is the state of freedom from unacceptable risk
of injury to persons or damage to aircraft and property.
Australian Government Department of Defence, DI(G) OPS 02-2,
AMDT NO 2, Sept 2014,Section 12 Aviation Safety.
30
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The ICAO Document 9859 view of Safety:
Within the context of aviation, safety is the state in which the
possibility of harm to persons or of property damage is
reduced to, and maintained at or below, an acceptable level
through a continuing process of hazard identification and
safety risk management.
2.1 THE CONCEPT OF SAFETY, Para 2.1.1
31

The ICAO Document 9859 view of Safety:
While the elimination of aircraft accidents and/or serious incidents
remains the ultimate goal, it is recognized that the aviation system cannot
be completely free of hazards and associated risks. Human activities or
human-built systems cannot be guaranteed to be absolutely free from
operational errors and their consequences. Therefore, safety is a dynamic
characteristic of the aviation system, whereby safety risks must be
continuously mitigated. It is important to note that the acceptability of
safety performance is often influenced by domestic and international
norms and culture. As long as safety risks are kept under an appropriate
level of control, a system as open and dynamic as aviation can still be
managed to maintain the appropriate balance between production and
protection.
2.1 THE CONCEPT OF SAFETY, Para 2.1.2
32
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Some Global Accident Statistics: 2009-2013

Scheduled commercial international and domestic operations
accounted for approximately 3.1 billion passengers and 32
million flights in 2013.
Exposure data is comprised of scheduled commercial operations, based on

aircraft with a maximum certificated take-off weight of over 5,700kg, that
involve the transportation of passengers, cargo and mail for remuneration or
hire.
ICAO Safety Report 2014 Edition. Copyright www.icao.int
33
Some Global Accident Statistics: 2013 in detail
ICAO assigned
regions:
RASG = Regional
Aviation Safety
Group Region
34
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Some Global Accident Statistics: 2013 in detail
2013 Accidents by
Phase of Flight
2013 Accidents by
Type of Service
35
36
The
Evolution of
the
Commercial
Air Transport
World Fleet
Commercial
Aviation Accidents
1958 - 2013
A Statistical Analysis.
AIRBUS S.A.S. 31707 Blagnac
Cedex, France
AIRBUS S.A.S. 2014.
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Some Accident Statistics: 1958-2013 in detail

Hull loss: an event in which the aircraft is destroyed or substantially
damaged beyond economical repair.
2013 data:
14 hull losses in 32 million flights. Accident rate = 0.44 per million flights.
Commercial Aviation Accidents 1958 2013 A Statistical Analysis. AIRBUS S.A.S. 31707 Blagnac Cedex, France AIRBUS S.A.S. 2014.
37
Some Accident Statistics: 1958-2013 in detail

Fatal accident: an event in which at least one passenger or crewmember
is fatally injured or later dies of his/her injuries.
2013 data:
9 fatal accidents in 32 million flights: Accident rate = 0.28 per million flights.
(90 accidents in 32 million flights: Accident rate = 2.8 per million flights).
Commercial Aviation Accidents 1958 2013 A Statistical Analysis. AIRBUS S.A.S. 31707 Blagnac Cedex, France AIRBUS S.A.S. 2014.
38
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Levels of Safety
A single airliner is designed for 30,000+ flight cycles.
Each take-off and landing is one cycle (G-A-G cycle).
This corresponds to > 50,000+ flight hrs.
The typical economic operational life is 20+ yrs.
A large fleet of one type typically consists of 200 aircraft.
Hence the fleet total = 50,000 x 200 = 10,000,000 hrs
= 1 x 107 hrs or 107 hrs.
39
Levels of Safety
The objective of CS 25.1309 is to ensure an acceptable safety
level for equipment and systems as installed on the aeroplane.
A logical and acceptable inverse relationship must exist
between the Average Probability per Flight Hour and the
severity of Failure Condition effects, such that:
EASA CS-25 BOOK 2, Annex to ED Decision 2007/010/R

Section 7. FAILURE CONDITION CLASSIFICATIONS AND PROBABILITY TERMS, and
Section 8. SAFETY OBJECTIVE.
40
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Levels of Safety
Figure 1: Relationship between Probability and Severity of Failure Condition Effects

EASA CS-25 BOOK 2, Annex to ED Decision 2007/010/R
Section 7. FAILURE CONDITION CLASSIFICATIONS AND PROBABILITY TERMS, and
Section 8. SAFETY OBJECTIVE.
41
Levels of Safety - Summary

EASA CS-25 BOOK 2, Annex to ED
Decision 2007/010/R
7. FAILURE CONDITION
CLASSIFICATIONS AND PROBABILITY
TERMS, and
8. SAFETY OBJECTIVE.
Figure 2: Relationship Between

Probability and Severity of Failure
Condition
42
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Levels of Safety - Minor
Nuisance/Probable @ 10-2 to 10-3 per flight hour.

Concerned with fleet management.
Occurring several times during the lifetime of an aircraft.
Operating limitations.
Routine flight plan changes.
Emergency procedures (10-3 to 10-5 per flight hour).
Physical effects but no injury to occupants < 10-5 per flight hour.
Reproduced from www.accipiterradar.com

British Airways Boeing 757.
Bird strikes are common occurrences and can lead to minor damage.
43
Levels of Safety - Major

Remote @ 10-5 to 10-6 per flight hour.
Once in operational lifetime of one aircraft; several times in the life
of the whole fleet.
Significant reductions in safety margins.
Difficulty for crew adverse conditions which impair efficiency.
Passenger discomfort / minor injuries.
Reproduced from en.wikipedia.org

JetBlue Airways Flight 292, Airbus A320, September 2005.
An emergency landing was made with the nose landing gear turned sideways.
44
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Levels of Safety - Hazardous
Extremely remote @ 10-7 to 10-8 per flight hour.

Once in the life (e.g., 20 years) of the whole fleet of aircraft.
Large reductions in safety margins.
Crew extended due to increased workload or poor environment
conditions.
Flight crew unable to perform their tasks accurately or completely.
Serious or fatal injuries to a small number of occupants.
Reproduced from flightfox.com

China Airlines Flight 120 Boeing 737-800.
On August 20, 2007, the Boeing 737-800 aircraft operating the flight caught fire and exploded after landing and taxiing to the gate area at Naha
Airport. Four people (three from the aircraft and one ground crew) sustained injuries in the accident. NO fatalities.
45
Levels of Safety - Catastrophic
Extremely Improbable < 10-9 per flight hour.

Unlikely in operational lifetime of the whole fleet.
Failure conditions prevent continued safe flight and landing.
Multiple deaths.
Usually total loss of aircraft (hull loss).
Reproduced from www.telegraph.co.uk

Air France Flight 4590 Concorde, 25 July 2000.
All one hundred passengers and nine crew members on board the flight died. On the ground, four
people were killed and one critically injured. This was the only fatal Concorde accident during its
27-year operational history.
46
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Levels of Safety - Summary
FAA AC 25.1309-1A - System Design and Analysis

https://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.information/documentID/22680
AMJ 25.1309 System Design and Analysis
http://www.fzt.haw-hamburg.de/pers/Scholz/materialAFS/AMJ25.1309-Change15.pdf
47
10 Minute Break
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Airworthiness
Airworthiness as a Process to Ensure Safety Outcomes
at Acceptable Levels.
It is not necessary to explore these issues of passenger
perception or financial trade-off in detail for students to
accept the underlying assertion since all those who work in
aviation have seen these issues played out every day in
every aspect of aviation.
What is worth emphasising, and remembering throughout
this course is that:
Airworthiness processes are all about achieving
acceptable levels of safety.
49
Airworthiness
Airworthiness as a Process to Ensure Safety Outcomes
at Acceptable LevelsCont.
What is an acceptable level of safety is complex and is
driven by customer tolerance and perceptions, regulatory
reflection of what is acceptable to customers, and operator
perception of reputation.
In aviation you get what you pay for. Safety has a cost and
Airworthiness processes are in part in place to assist with
getting this balance correct.
50
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Airworthiness Definitions
A wide range of definitions for Airworthiness exists.
The FAA definition is split across a range of individual
regulations. The FAA [implicitly] states that an aircraft is
airworthy:
. as long as the aircraft meets its approved type
design, is in a condition for safe operation and
maintenance, preventative maintenance, and alterations
are performed in accordance with 14 CFR parts 21, 43,
and 91.
This is a limited definition that applies to technical aspects
of airworthiness.
http://www.faa.gov/aircraft/air_cert/airworthiness_certification/std_awcert/
51
In Basic Regulation (EC) No 216/2008, Article 5
Airworthiness, Para 2 (c), EASA defines airworthiness:
.each aircraft shall be issued with
an individual certificate of
airworthiness when it is shown that
it conforms with the type design
approved in its type-certificate and
that relevant documentation,
inspections and tests demonstrate
that the aircraft is in condition for
safe operation.
52
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The JSP 553 Military Airworthiness Regulations
(2006) Edition 1 Change 5 defines airworthiness
as:
.The ability of an aircraft or
other airborne equipment or system
to operate without significant hazard
to aircrew, ground crew, passengers
(where relevant) or to the general
public over which such airborne
systems are flown.
53
In summary, two conditions must be met before an aircraft
can be considered airworthy:
The aircraft must conform to its type certificate (TC); that is,
when the aircraft configuration and the components
installed are consistent with the drawing, specifications,
and other data that are part of the TC, and include any
supplemental TC and field-approved alterations
incorporated into the aircraft.
The aircraft must be in condition for safe operation; this
refers to the condition of the aircraft relative to wear and
deterioration.
An aircraft which conforms to its type certificate data sheet
and is in a condition for safe operation, is considered to
be airworthy.
54
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For the purposes of this course the Australian
Defence Force (ADF) understanding of
airworthiness provides the best holistic
definition of Airworthiness:
Airworthiness is a concept, the application of which
defines the condition of an aircraft and supplies the
basis for judgment of the suitability for flight of that
aircraft, in that it has been designed, constructed,
maintained and operated to approved standards and
limitations, by competent and authorised individuals,
who are acting as members of an approved
organisation and whose work is both certified as
correct and accepted on behalf of Defence.
AMDT NO 2, Sept 2014,Section 9.
55
Airworthiness is a concept
This is highlighting that the notion of airworthiness does
not define a particular state for a particular attribute but
rather a series of attributes all of which must be
achieved.
Reproduced from airlinebasics.com
56
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Which defines the condition of an aircraft
The ADF definition requires an aircraft has a defined

condition. For the physical state of the aircraft this
definition of condition is referred to as the Type Design.
Importantly the notion of defined condition extends beyond
the physical condition of the aircraft to all aspects of the
operation of the aircraft. The concept that what is required
for acceptable safety is defined and then it is confirmed
that the operation complies with this definition is
fundamental to all aspects of Airworthiness and
Airworthiness processes.
57
Supplies the basis for judgement of Suitability for
Flight.
For the physical condition of the aircraft the known
condition can be used to determine if the aircraft can
perform designated roles. I have to define what is
needed; the airworthiness process must then prove that
the aircraft matches what is needed. The same concept
applies to all aspects of the operation.
Designed, constructed, and maintained to approved
standards and limitations
This is the basis of technical airworthiness, the physical
condition of the aircraft.
58
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Operated to approved standards and limitations
This is basis of operational airworthiness, the way that
the aircraft is operated.
By competent and approved individuals

Highlights that an airworthiness system requires people
with the requisite qualifications, experience and that
competency is confirmed by some authority empowered
to do so. This also suggests that what constitutes
competent individuals for a given role will be defined.
59
Who are members of an approved organisation
Illustrates that while individuals have defined
responsibilities for airworthiness, that the system
requires individuals to operate within a defined
organisation, where each persons role and scope of
authority is defined.
Whose work is both certified as correct and accepted
on behalf of Defence.
Suggests that process and people are not only approved
once, but the outcomes they produce are formally
approved in an ongoing manner.
60
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Suitability for flight:
Suitability for flight is an assessment that flight of the
aircraft within designated configuration, role and
environment occurs to an acceptable risk of:
a) loss of life or injury to aircrew and passengers;
b) loss to other personnel or damage to property as a
direct consequence of the flight; and
c) loss of, or damage to the aircraft.

AMDT NO 2, Sept 2014,Section 11.
61
Technical Airworthiness
Technical airworthiness is concerned with
ensuring aircraft are designed, constructed and
maintained to approved standards by competent
and authorised individuals, using approved data
and working within approved organisations under
a system of certification and acceptance.
Australian Government Department of Defence, DI(G) OPS 02-2, AMDT NO 2, Sept 2014,Section
10(a).
www.combataircraft.com
62
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Technical Airworthiness
An aircraft type is deemed technically airworthy if it is:
Designed to and certified as meeting approved
standards by an approved organisation.
Constructed by an approved organisation in accordance
with approved standards.
Maintained by qualified people in accordance with an
approved instructions, operating within an approved
organisation.
Accepted on behalf of the regulator as meeting the
regulators requirements.
63
Operational Airworthiness
Operational airworthiness. Operational
airworthiness is concerned with ensuring aircraft are
operated in approved roles, with correct mission
equipment, by competent and authorised individuals,
according to approved procedures and instructions,
under a system of supervision and monitoring.
Australian Government Department of Defence, DI(G) OPS 02-2, AMDT NO 2, Sept
2014,Section 10(b).
www.angelfire.com
64
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An aircraft type is deemed operationally airworthy if it is:
Technically airworthy, AND
Operated within approved roles and environmental
parameters,
By qualified, competent and authorised personnel,
According to approved limitations and instructions,
Under a system of checking.
65
Firstly Technical Airworthiness is a precursor to
Operational Airworthiness. This should be reasonably
intuitive. An aircraft must be technically airworthy before
it is possible to operate it in a safe manner.
For the operation to be safe the aircraft must be
operated within approved roles and environmental
parameters and according to approved limitations and
instructions.
Hence Operational Airworthiness (as well as technical
airworthiness) is not an open-ended concept. It can only
be assured for a pre-defined operational role in a predefined environment.
66
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Further this role and environment must be defined at the
time of design. The technical airworthiness must
therefore be informed by the pre-defined role and
environment and this will flow through to all subsequent
notions of airworthiness for a particular aircraft and
system.
This issue of role and environment definition is
fundamental to the concept of Airworthiness and will be
explored throughout the course.
67
CASE STUDY: The Vickers-Armstrong
Valiant was a British four-jet bomber,
once part of the Royal Air Force's V
bomber nuclear force in the 1950s and
1960s. The Valiant was designed for
operations as a high-level strategic
bomber during the Cold War era.
When the Soviet Union shot down a US
Lockheed U-2 spyplane in 1960 using
an early SA-2 Guideline missile, the
SAM threat caused the V-force to train
for low-level attack. By late 1964 it was
found that all variants of the Valiant
showed premature fatiguing and intercrystalline corrosion in wing spar
attachments. This resulted in the
premature retirement from service of
the Type in 1965.
ausairpower.net
Image copyright: commons.wikimedia.org
68
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Airworthiness Systems, Quality Systems,

Safety Management Systems
In 2015 the management of any technical endeavour
involves the consideration and application of a range of
defined processes that all intersect with the notions of:
Producing a safe outcome.
Producing a product that meets customer expectation.
Protecting workers.
Optimising commercial outcomes.
69

Generally for all industries these defined processes get
grouped under the banners of:
Safety Management Systems,
Quality Management,
Workplace Health and Safety (WHS), and
Risk Management.
70
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Airworthiness Management Systems A series of procedures and
standards that when used together ensure the Airworthiness aims are
achieved, with the primary objective being that an acceptable standard of
safety is achieved.
Quality Management Systems (QMS) A series of procedures that will
exist within different organisations implementing the Airworthiness System
processes. The aim of the Quality Management Systems is to ensure that
the airworthiness processes that are being implemented are correctly
defined, correctly implemented and that errors in the detailed execution of
the airworthiness systems are identified and addressed.
Quality Management Systems do not ensure airworthiness, but they
ensure that the processes that may ensure airworthiness are being
correctly implemented.
71

Safety Management Systems (SMS) A series of procedures that will
exist within different organisations implementing the Airworthiness
Management System processes.
The aim of the Safety Management Systems is to provide a framework
to analyse the operation of the organisations from the perspective of
safety. Safety Management Systems are a specialised form of Quality
Assurance System that are best viewed as an ongoing process that:
Identifies potential safety issues in any given organisation (and the
processes used by that organisation).
Puts in place control mechanisms (essentially modifies procedures).
Monitors safety outcomes usually against defined criteria.
Makes process corrections based on the monitoring process
recommendations.
Maintains a Just Safety Culture.
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Airworthiness Systems Financial Accountability

It is necessary to consider activities within the aviation sector
that contribute to safety that are not addressed by the
regulatory structure. The most important of these issues is
financial accountability and resourcing.
There is a direct relationship between the money spent
and the outcome achieved. There is not however a
particular regulation that covers financial viability.
The impact of financial viability and importantly
accountability of those authorising the funding of activities
that have an impact on safety (and hence airworthiness) is
captured in many aspects of the new regulatory structures
being introduced by regulators (and exemplified by CASR
Part 42 and Part 121).
73
Airworthiness Systems Financial Accountability

In the past regulation was more standards based. The
new regulatory structures directly address organisational
issues, functions that must be performed, and most
importantly introduce the notion of Accountable
Managers (specific individuals who are responsible for
specific airworthiness outcomes).
Through these provisions the regulations indirectly draw
in the financial considerations necessary.
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7/16/2015
End of Lecture 1
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7/16/2015

Course Coordinator: Dr N S Bardell

Ph: 03 9925 8066

Background and work experience:

School of Aerospace, Mechanical and Manufacturing Engineering

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

School of Aerospace, Mechanical and Manufacturing Engineering

(See the Course Outline for further details)

School of Aerospace, Mechanical and Manufacturing Engineering

(See the Course Outline for further details)

School of Aerospace, Mechanical and Manufacturing Engineering

School of Aerospace, Mechanical and Manufacturing Engineering

Example: American General

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Assessments AERO2513 MC225/238

School of Aerospace, Mechanical and Manufacturing Engineering

Assessments AERO2459 BP078/070

See the Course Assessment Guide for further details

School of Aerospace, Mechanical and Manufacturing Engineering

AERO 2513 / 2459

This course will focus on the generic nature

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

This course will focus on the generic nature

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Useful Resources ~ Books

Very expensive, but a good upto-date (2014) basic primer

Expensive, but it provides a good

School of Aerospace, Mechanical and Manufacturing Engineering

Useful Resources ~ Books

Very ordinary timeline that

Utter rubbish nonsensical dump of

AVOID! DONT WASTE YOUR $$$

School of Aerospace, Mechanical and Manufacturing Engineering

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web Links

ELECTRONIC CODE OF FEDERAL REGULATIONS

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web LinksCont.

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web Links.Cont.

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web Links.Cont.

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web Links.Cont.

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web Links.Cont.

UK Military Aviation Authority (MAA)

European Defence Agency (EDA)

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

Important Web Links.Cont.

RMIT University 2015

School of Aerospace, Mechanical and Manufacturing Engineering

The Big Picture

RMIT University 2015