Mod 10 Chapter 2 Master

Chapter 2 Contents
Contents 1
Objectives 2
Manufacturing Process 4
Certificate of Design (Prototype) 8
Categories of Aircraft 10
Certificate of Airworthiness – Validity 11
Registration of Aircraft 12
Aircraft Markings 15
Weight and Balance 17
Certificate of Clearance 19
“A” and “B” Conditions 20
“B” Conditions 21
Aircraft Markings 22
Manuals 25
Airworthiness Acceptance Trials 27
Noise Certificate 28
Form CA3 29
Permit to Fly 30
Radio Installation, License and Approval 33
Certificate of Airworthiness 36
Type Certificate 38
Aircraft other than Prototypes 41
“A” Conditions 45
Foreign Designed Aircraft 47
Certificate of Airworthiness for Export 49
Collaborative Projects 52
Dealer’s Certificate 53
Invalidation of Certificate of Airworthiness 54
Mod 10 Chapter 2 Master.doc Issue 1 Page 2-1

OBJECTIVES
At the end of this chapter, you will be able to:
1. Explain the certification rules related to JAR-23/25/27 and 29. This includes
the process an aircraft undergoes during initial design, construction,
registration and test flying.
2. Explain Type Certification and Supplemental Type Certification
3. Explain Design / Production Organisation Approvals under JAR-21
4. Explain the applicability and use of:
(a) Certificate of Airworthiness
(b) Certificate of Registration
(c) Noise Certificate
(d) Weight Schedule
(e) Radio Station Licence and Approval
5. Explain Maintenance Programmes, checks and inspections
6. Explain the terms and use of Master Minimum Equipment Lists (MMEL),
Minimum Equipment Lists (MEL) and Dispatch Deviation List (DDL)
In addition, you will be able to:
7. Explain the various categories of aircraft
8. Explain the terms used in weighing and determining the Centre of Gravity
(CofG) of an aircraft
9. State the validity of an aircraft’s C of A.
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Design, Construction and Type Certificate
The following chapter covers the initial design, construction, registration and test
flying of the first prototype of a new aircraft.
Aircraft in the United Kingdom can only be designed and constructed by

organisations, which are approved by the C.A.A under Chapter A8-1 of Section A of
BCARs or JAR-21. If the aircraft is destined for the CAT category then any aircraft
maintenance carried out by these organisations must be in accordance with JAR
145.30(d). Accessories and sub-assemblies may be manufactured to the design’s
drawings, by sub-contractors who are approved by the C.A.A. under Chapter A8-2 of
BCARs or JAR-21.
Design of a modern, large aircraft, heavier than 5,700kg MTOM* will be in

accordance with JAR-25. Aircraft of MTOM less than 5,700kg MTOM however, are
designed in accordance with JAR-23.
Between the initial design and the issue of a Type Certificate and Certificate of
Airworthiness, in parallel with the construction of the prototype aircraft, various
administrative stages must be satisfactorily passed. These will include applications
for, and receipt of, various certificates, licences and approvals.
The Designer/Manufacturer must also show to the C.A.A. that his processes during
the building of the aircraft and the comprehensive flight testing after completion,
comply with all airworthiness requirements.
Once the aircraft has been built, weighed and registered, it has to be flown during its
development flying, without a C of A, under what are known as ‘B’ conditions.
Once the aircraft has satisfactorily finished its flight testing and, providing all the
paperwork is completed to the satisfaction of the C.A.A., application forms for the
issue of a Type Certificate and a Certificate of Airworthiness can be submitted to the
C.A.A. Once these two certificates are issued, the aircraft has completed the
process from design to certification.
Note: The EASA will assume responsibility for the issue of Type Certificates from
28.09.03 and, during a transition period of 42 months after this date, will take over
the additional responsibilities of Rule Making and issuing of Certifications as detailed
in the European Parliamentary Regulations on the subject.
 MTOM – MAXIMUM TAKE-OFF MASS

(Previously MTWA - Maximum Total Weight Authorised)

APPROVED APPROVED ORGANISATION
SUB-CONTRACTOR A8-1/JAR-21
A8-2/JAR-21 PRIMARY COMPANY
CHIEF DESIGNER CERTIFICATE OF

AIRCRAFT DESIGNED DESIGN (PROTOTYPE)
EQUIPMENT CLEARED PROTOTYPE AIRCRAFT

BY CRS CONSTRUCTED CAA
C OF G SCHEDULE AIRCRAFT WEIGHED APPLICATION FOR CERT OF

COMPLETED A5-4 REGISTRATION CA.1 REG’N
CERTIFICATE OF AIRCRAFT REGISTERED MARKINGS APPLIED

CLEARANCE- AND SCHED 1 PT B
BEFORE FLIGHT
AIRCRAFT TEST FLOWN

UNDER B CONDITIONS
FLT TEST CERT
COMPLETED MANUALS COMPLETED AND
AFTER FLIGHT
SENT TO THE CAA
DEVELOPMENT & PRELIM

FLIGHT TESTING
AIRWORTHINESS
ACCEPTANCE TRIALS
APPLICATION TO CAA NOISE CERTIFICATE

FOR C OF A, TYPE CERT & ISSUED
NOISE CERT: FORM CA.3
CAA ISSUES APPLICATION FOR RADIO HOME OFFICE ISSUES

THE APPROVAL ON INSTALLATION LICENCE LICENCE
FORM AD917 AND APPROVAL
OPERATION TEST FLYING ETOPS
APPLICATION FOR TYPE TYPE CERTIFICATE

CERTIFICATE AND C OF A AND C OF A ISSUED
Figure 2-1 - Manufacturing Process

Aircraft companies intending to manufacture a new design must have approval
under Chapter A8-1 of BCAR or JAR-21 (Certification Procedures for Aircraft and
Related Products and Parts). Usually, manufacturing companies have additional
approvals in other categories, such as: Overhauler A8-3; Test House A8-6 Design
A8-8; etc.
Suppliers to a manufacturer, can be in one of two categories. If they have A8-2 or

JAR-21 approval they are responsible for their own quality control. If they do not
have approval, then the manufacturer of the aircraft, to whom they are supplying
equipment or parts, is responsible for maintaining standards.
The publication JAR-21, mentioned above, controls the procedural requirements for
the issue and changes to Type Certificates, it also controls the issue of ‘standard
Certificates of Airworthiness and Export Airworthiness Approvals, (C of A for
Export).’ JAR-21 also lays down the procedures for approval of ‘certain parts and
appliances’.
The approval of organisations requiring issue of the above certificates and approvals
is also prescribed by JAR-21, as are the ‘rules governing the holders of any
certificate or approval’.

Figure 2-2 Approval Certificate

Figure 2-3 Schedule of Approval

Figure 2-4 Certificate of Design (Prototype)

CERTIFICATE of DESIGN (Prototype)
During the construction, the manufacturer has to provide the C.A.A. with a
Certificate of Design and also a Type Record for the aircraft. These should contain
a summary of the design and include at least the following information:
a. A three-view, general arrangement drawing of the aircraft.
b. A list of the general arrangement drawings, including references to

other drawings which, in association, completely define the design of
the aircraft.
c. A summary of the basic aerodynamic data and other data used in the
aircraft design.
d. A summary of the design assumptions and calculations.
e. A summary of the aircraft weight and centre of gravity details.
f. A list of reserve factors for ultimate load conditions at all parts of the
aircraft structure.
g. Copies of reports giving the particulars and results of airworthiness

acceptance air tests.
h. Particulars of any variations from the C.A.A. or JAR requirements, as

have been authorised with respect to the aircraft design, giving the
reference number of the written authority from the C.A.A.
i. Copies of subsidiary type records and Declarations of Design and

Performance relating to the aircraft components and equipment.
The size of the aircraft and the purpose for which it is being designed has a
significant effect on the form that the certification may take and, in some cases, the
frequency of renewal of the Certificate of Airworthiness. For example, aircraft are
sub-divided into five categories, shown overleaf, which are dependent on the use to
which the aircraft is to be put.

CATEGORIES OF AIRCRAFT
In addition to prescribing the manner in which an aircraft is to be maintained and

operated, the C.A.A., when issuing a Certificate of Airworthiness or Permit to Fly, will
indicate on the certificate the purpose(s) for which the aircraft may be used. This is
brought about by placing the aircraft in one of the following categories.
a. Transport Category (Passenger) – Any purpose.
b. Transport Category (Cargo) – Any purpose, other than Public Transport of

passengers.
c. Aerial Work Category – Any purpose other than Public Transport
d. Private Category – Any purpose, other than Public Transport and Aerial
Work.
e. Special Category – Any purpose other than Public Transport, specified in
the Certificate of Airworthiness, but not including the carriage of passengers
unless expressly permitted.
f. Permit to Fly – Any purpose other than Public Transport or, unless expressly
permitted, Aerial Work.
NOTE: A Permit to Fly may be issued in respect of an aircraft, in accordance with

the ANO. The C.A.A. will not normally issue a Permit to Fly in respect of an
aircraft of a type that is eligible for a Certificate of Airworthiness in any of
the above categories.

In addition to the Categories mentioned earlier, there are three other classifications
of aircraft, which are relevant to the issue of a Certificate of Airworthiness. These
are:
A3-2 Prototype - or new design
A3-2 Series - or every one which is similar in

every respect to the design of an
aircraft for which a C of A has
already been issued.
A2-4 Variant - which embodies certain design

(Prototype Modified) features which are not the same as
the prototype. It must, therefore, be
investigated before certification.
- Series (Modified) - a production aircraft which has

modifications carried out to comply
with N.A.A. regulations.
Certificate of Airworthiness - Periods of Validity
Period of validity C of A Category

(all weight categories)
3 Years…………………………………………Transport Passenger
3 Years………………………………………….Transport Cargo
3 Years…………………………………………..Aerial Work
3 Years…………………………………………..Private
1 Year……………………………………………Special

REGISTRATION of AIRCRAFT
All aircraft must be registered in the U.K., before they are permitted to fly. They must
also have their allotted registration letters displayed on the airframe in accordance
with Article 5 and part ‘B’ schedule 2 of the ANO.
The legal requirements in respect of aircraft registration are set out in:
Article 4 of the ANO
Application for registration in the U.K. must be made to the C.A.A on a Form CA1.
They will, subject to acceptance of the application, issue a Certificate of
Registration. This certificate is valid until there is a change in ownership of the
aircraft, or until the aircraft is destroyed or permanently withdrawn from use.
An official list of aircraft registered in the U.K. is kept by the C.A.A. There is also an
International Aircraft Register.
An aircraft, other than one permitted to fly without being registered, must not fly in
U.K. airspace unless it bears the nationality and registration marks as required by
the law of the country in which it is registered.
The national mark of U.K. registered aircraft is the capital letter “G” and the
registration mark is a group of four capital letters.
An alternative to the above system is used by aircraft manufacturers/dealers to

permit flight test of aircraft without the aircraft being registered. The registrations are
not permanent and take the form of capital letter “G” followed by two sets of
numerals. The first is allocated to the manufacturer/dealer, the second represents
the aircraft itself.
For example, the registration “G-7-161” was allocated to a Slingsby Firefly, (for
export to the U.S.A.). The number ‘7’ represented the Slingsby Aircraft Company
and the ‘161’ indicated it was the 161st aircraft of that production order.
A Bae Jetstream aircraft was allocated “G-4-014”. The ‘4’ in this case being the
number allocated to British Aerospace, with the aircraft being the 14 th of a batch
going to the Sun Air airline.

Figure 2-6 Form CA 1

Figure 2-5 Certificate of Registration

AIRCRAFT INTERNAL AND EXTERNAL MARKINGS
SMOKING IN AIRCRAFT - Reference: ANO Article 66 and JAR-25.791
Every aircraft registered in the U.K. must have a notice indicating when smoking is
prohibited. The notice must be so positioned that is visible to each passenger seated
in the aircraft.
FASTEN SEAT BELTS - Reference: ANO Schedule 4 or JAR-25.791
Every aircraft registered in the U.K. in the Transport Category must, if the
commander of the aircraft from his own seat is unable to see all of the passengers
seats, have a means of indicating to the passengers that the seat belts should be
fastened.
EXIT and BREAK-IN MARKINGS - Reference: ANO Article 62 or JAR-25.811
When a Public Transport aircraft registered in the U.K. is carrying passengers, every
exit from, and every internal door in the aircraft shall be in working order and, during
take-off, landing or any emergency, must be free from obstruction and not fastened
by locking or otherwise so as to prevent, hinder or delay its use by passengers.
Every exit from the aircraft must be marked with the words “EXIT” or “EMERGENCY
EXIT” in capital letters. Every exit from the aircraft must be marked with the
instructions in English and with diagrams to indicate the correct method of opening
the exit. The markings must be placed on or near the inside surface of the door or
other closure of the exit and, if it is openable from the outside of the aircraft, on or
near the exterior surface.
Aircraft above 3600kg MTOM are normally marked on the exterior surface of their
fuselage to show the “BREAK-IN” areas, which can, for the purpose of rescue in an
emergency, be most readily, and effectively broken into by persons outside the
aircraft. In some circumstances, these markings may be omitted, providing
authorisation from the C.A.A. has been obtained.
Break-in areas must be rectangular in shape and must be marked by right angled
corner markings each arm of which must be 10cm (4”) in length along its outer edge
and 2.5cm (1”) in width. The words “CUT HERE IN EMERGENCY” must be marked
across the centre of each break-in area in capital letters.

On aircraft above 5700kg MTOM, every exit intended to be used by passengers in
an emergency, must be marked on the exterior of the aircraft by a band not less than
5cm (2”) in width, outlining the exit.
(a) Painted or affixed by some other equally permanent means
(b) Be RED in colour and, if the background renders the red colour not easily
visible, it must be outlined in WHITE or some other contrasting colour.
(c) Of a colour clearly contrasting with its background
(d) Kept clean and unobscured at all times.
If one, but not more than one, exit from an aircraft becomes inoperative at a place
where it is not reasonably practical for it to be repaired or replaced, there is nothing
to prevent the aircraft from carrying passengers until it next lands at a place where
the exit can be repaired or replaced provided that:
(a) the number of passengers carried and the position of the seats which they
occupy is in accordance with arrangements approved by the C.A.A. either in
relation to the particular aircraft or class of aircraft; and:
(b) in accordance with the arrangements in (a), the exit is fastened by locking
or otherwise, the words “EXIT” or “EMERGENCY EXIT” are covered and
the exit is marked with a RED disc at least 23cm (9”) in diameter with a
horizontal WHITE bar across it bearing the words “NO EXIT” in RED
letters.
OWNER’S NAMEPLATE
All registered aircraft must have a metal nameplate fixed near the main entrance of
the aircraft, upon which is stamped or engraved the nationality and registration
marks as well as the registered owner’s name and address. This metal plate must
be fireproof, so that there will be a means of identification in the event of the aircraft
being destroyed by fire. The C.A.A. recommends the use of a stainless steel plate.

AIRCRAFT WEIGHT AND BALANCE - Reference BCAR A5-4 or JAR-25.23 -29
After an aircraft has been constructed, painted and can be said to be ‘representative
of its true empty (or flying) weight’ depending on circumstances, it must be weighed.
Once the aircraft has been weighed, the calculations of the Take-off weight may be
carried out. The centre of gravity calculations can also be made.
The aircraft will then be weighed at defined periods throughout its life, again in
accordance with BCAR A5-4 or JAR-OPS.
Definitions
BASIC WEIGHT - This is the weight of the aircraft and all of its basic equipment,
plus that of the declared quantity of unusable fuel and unusable oil. In the case of
turbine-engined aircraft and aircraft whose Maximum Take-Off Mass does not
exceed 5700kg, it may also include the weight of the usable oil.
BASIC EQUIPMENT - This consists of the unconsumable fluids and the equipment
which is common to all roles for which the operator intends to use the aircraft.
VARIABLE LOAD - This is the weight of the crew, the crew’s baggage, removable
units and other equipment. (The carriage of which depends on the role for which the
operator intends to use the aircraft for the particular flight.
DISPOSABLE LOAD - This is the weight of all persons and items of load, including
fuel and other consumable fluids, carried in the aircraft, other than the Basic
Equipment and Variable Load.
NOTE: To obtain the Total Weight it is necessary to add to the basic weight, the
weights of those Variable and Disposable Load items which are to be
carried for the particular role that the aircraft is being used for.

AIRCRAFT WEIGHING
NOTE: The C.A.A. will consider applications from aircraft constructors and
operators to weigh certain types of aircraft on a sampling basis. (i.e.
representative aircraft, as weighed, would be acceptable for other aircraft
of the same build standard).
Aircraft whose Maximum Take-Off Mass exceeds 5700kg shall be re-weighed within
two years of the date of manufacture,(Initial weighing). Subsequent check weighing
shall be made at intervals not exceeding five years, and at such other times as the
C.A.A. may require.
Aircraft the MTOM of which does not exceed 5700kg, shall be re-weighed at such
times as the C.A.A. may require.
JAR-OPS 1 requires re-weighing every four years or nine years if fleet weighing is
used. Under JAR-OPS 1, aircraft must also be weighed if any modifications are
carried out without knowledge of their effect on the mass and balance.
When an aircraft is weighed, the condition of the aircraft (i.e. the equipment and
other items of load such as fluids in tanks) shall be recorded. The equipment
installed should not differ from that included in the declared list of Basic Equipment
associated with the original Weight and Centre of Gravity Schedule issued or the
Loading and Distribution Schedule as appropriate.
The Basic Weight and corresponding Centre of Gravity position shall be

determined and entered into the appropriate schedule mentioned in the paragraph
above.
The C.A.A. may require that the actual weight of the items of Variable Load be
ascertained.
A Weighing Record containing records of the weighing and the calculations involved
shall be made available to the C.A.A. and shall also be retained by the operator.
When the aircraft is again weighed, the previous Weighing Record shall be retained
with the aircraft records.
Operators shall maintain records of all known weight and G of G changes which
occur after the aircraft has been weighed and such records shall also be retained by
the operator.

CERTIFICATE OF CLEARANCE
When the construction of the aircraft is completed, the aircraft is prepared for
preliminary flight testing by the manufacturing organisation.
For the purpose of such flight testing, a Certificate of Clearance must first be
issued and signed by an approved person from the Design Department of the
organisation. It must then be counter-signed by an approved person from the Quality
Department.
The Certificate of Clearance is an important document as it clears an aircraft to fly

without a Certificate of Airworthiness.
There are two classifications:
“A” Conditions
“B” Conditions
“A” conditions will be covered in the chapter dealing with Series/Production aircraft.
Prototypes of new designs are cleared for flight under “B” conditions by the issuing
of a Certificate of Clearance.

“A” and “B” CONDITIONS - Reference ANO Schedule 2
An aircraft shall only fly for the purpose of :- CONDITIONS
“A” “B”
1. Enabling it to qualify for C of A:
Issue X X
or Renewal X -
or Validation X X
2. Approval of a modification of an aircraft X X
3. Proceeding to or from a place at which any of

the following are to be undertaken:
Inspection X X
Approval X X
Test X X
Weighing X X
Equipment Installation X X
Furnishing X X
Painting X X
Experimenting - X
4. Experimental and Test Flying - X
5. Demonstration with a view to sale - X

FLIGHT UNDER “B” CONDITIONS (BCAR Chapter A8-9)
These apply to aircraft to aircraft, which are not registered, or do not hold a valid
C of A. In such cases they shall only fly for the purpose of enabling them to qualify
for the issue or validation of a C of A.
Approval to Fly Under ‘B’ Conditions (BCAR Chapter A8-9)
These approvals may fall into one or more of the following groups:
F1 – Approval granted to an organisation approved for the full management

and control of flights under “B” conditions.
F2 – Approval granted to an organisation approved for the provision of flight

test services only. This includes control of flight safety during the flights under
“B” conditions.
F3 – Approval granted to an organisation for the management and control of

flights under “B” conditions for the purpose of specific tests or development
flights of defined scope and duration.
Extract from BCAR A8-9 - Certificate of Clearance
7.1 All flights under ‘B’ conditions shall be covered by a Certificate of Clearance, the
form of which shall be agreed by the C.A.A. Procedures shall be in place to ensure
that changes embodied in the aircraft are identified by amendment to the original
Certificate of Clearance or by the issue of a replacement certificate.
7.2 Before flight of an aircraft under ‘B’ conditions by an approved organisation, the
Certificate shall be signed by a person from the Design organisation and from the
Inspection or Quality Control organisation, both previously agreed by the C.A.A.
Where more than one organisation is involved, each signatory shall sign under the
approval authority of his parent organisation.
7.3 The Design organisation shall be approved for the issue of a Certificate of Clearance
and other organisations involved in the arrangement shall be appropriately approved
for the nature of the work being undertaken, including the provision of suitable
maintenance arrangements.
7.4 The Design organisation shall submit suitable procedures, set out in the
Exposition(s) and supporting documentation, describing the means by which the
certificate is issued.
7.5 The persons signing the Certificate of Clearance shall ensure that the information
provided is adequate to enable the pilot to carry out the proposed flights and, before
the pilot undertakes the flights he shall be satisfied with the adequacy of the
information provided.

Extract from BCAR A8-9 – Certificate of Clearance
The form of the Certificate of Clearance to be agreed with the C.A.A. should normally
contain at least the following information:
(a) Test reference(s) and the Type and serial number of the aircraft to which the
Certificate of Clearance relates.
(b) A reference to documents defining the design standard of the aircraft and a
statement of conformity to that standard.
(c) A statement of compliance with maintenance requirements specified by the

constructor and, if appropriate, as modified by the Design organisation in relation to
the work being undertaken., including hours available to the next maintenance
check.
(d) A statement that all the relevant procedures have been carried out satisfactorily to
make the aircraft fit for flight.
(e) The maximum clearance weight and centre of gravity range.
(f) The essential airspeed limitations and essential powerplant limitations
(g) The minimum crew
(h) Any other restrictions considered necessary by the approved organisation.
Aircraft Markings
Aircraft not registered in the United Kingdom, nor under the law of any country
referred to in Article 3 of the ANO shall be marked as in the following paragraphs.
The aircraft shall be marked with the letter “G” followed by a numeral allocated by
the C.A.A. (“B” conditions number). These markings shall be further followed by any
other numeral allocated by the organisation. The three markings shall be separated
by hyphens, such that the combined markings are not displayed on any other
aircraft. They will comply with the ANO with respect to size, width, spacing etc.
NOTE: These markings are only permissible within U.K. airspace
The holder of the approval granted under Chapter A8-9 shall maintain a register of
the markings, which shall cross-refer to the corresponding serial number allocated
by the aircraft manufacturer.

Maintenance of Aircraft under “B” conditions
The maintenance of aircraft flying under “B” conditions must be adequate in relation
to the number and duration of the flights. If a prolonged sequence of flights is
expected, a programme of maintenance must be prepared. Procedures shall be in
place to ensure that provision is made for any additional maintenance which may
arise from development or modification of the aircraft whilst under “B” conditions.
The aircraft shall be certified as ‘fit for flight’ after maintenance in accordance with
the preceding paragraph.
On completion of all flights under “B” conditions, a Flight Test Certificate must be
completed by the pilot/captain and all annotated defects rectified or re-tested.
Once the first flight has been satisfactory completed, a series of subsequent flights
establish the airworthiness of the aircraft with regards to speed and height
envelopes, noise, specific fuel consumption, handling qualities and many other
characteristics needing to be quantified.
Each flight must be in accordance with a flight test schedule which has been
drawn up by the manufacturer and approved by the C.A.A. (See extract from BCAR
A2-3 below)
The applicant shall submit for approval a flight test schedule, containing details of
the proposed flight tests to be included in the Airworthiness Acceptance Trials.
This schedule shall include the flight tests necessary: -
(a) To establish compliance with the appropriate airworthiness requirements.
(b) To provide information for inclusion in the documents associated with the
Certificate of Airworthiness (Or Permit to Fly – see later).
NOTE: The C.A.A. may require alterations to the flight test schedule, and may also require
additional tests not included in the schedule if it appears that such test are
necessary to establish the airworthiness of the aircraft type.

Figure 2-7 Flight Test Certificate

MANUALS
During the process of manufacture and flight testing, the constructor of the aircraft
must send a complete set of aircraft manuals to the C.A.A. for approval. These
consist initially of five draft copies of the Flight Manual followed by 3 final copies
and one copy of each of the other manuals.
When the C.A.A. has approved the manuals, it will notify the aircraft constructor of
this fact and also return a single master copy of the Flight Manual, suitably
annotated as approved.
MANUALS COMPLETED 5(3) COPIES OF FLIGHT

AND SENT TO THE CAA MANUAL
FOR APPROVAL 1 COPY EACH OF ALL OTHER
MANUALS
FLIGHT OPERATIONS CREW AERIAL PARACHUTE

MANUAL MANUAL MANUAL APPLICATIONS MANUAL
CHAP A7-2 ARTICLE 31 CHAP A7-3 ARTICLE 58 ARTICLE 57
FORMS PUBLIC PUBLIC AERIAL HOLDERS OF

PART OF TRANSPORT TRANSPORT APPLICATION ‘PERMISSION
THE AIRCRAFT AIRCRAFT CERTIFICATE TO
C OF A AIRCRAFT PARACHUTE’
ALL FOR MAY FORM

BRITISH HIRE PART OF THE
DESIGNED AND OPERATIONS
AND BUILT REWARD MANUAL
AIRCRAFT
POST 1949
Figure 2-8 Manual Requirements

Figure 2-9 Flight Manual

Once the development and preliminary flight testing has been completed, a period of
flight trials called the Airworthiness Acceptance Trials must be carried out, both in
accordance with an approved schedule and with C.A.A. participation.
BCARs
CHAPTER A2-3
FLIGHT TESTING FOR TYPE CERTIFICATION
Airworthiness Acceptance Trials
The Airworthiness Acceptance Trials will normally commence after completion of the
aircraft constructor’s development and preliminary flight-testing.
The aircraft shall, in all relevant respects, be in a condition fully representative of the
Type when the Airworthiness Acceptance Trials are carried out. A statement
identifying the design standard at the commencement of these trials shall be given to
the C.A.A., together with details of any significant variations in the design from that
originally advised. The statement shall include sufficient detail to identify the design
and modification state of the aircraft, and shall include all limitations, including
temporary limitations, applicable to the trial.
(a) Any design changes made to the aircraft during the Airworthiness
Acceptance Trials (e.g. incorporation of modifications, adjustments to
powerplant, control surfaces and general rigging), shall be notified to the
C.A.A. and the statement shall be amended, as necessary, to reflect the
development state of the aircraft. Both the original statement and each
amendment thereto shall be dated and signed by the applicant.
(b) Where any design change renders a previous flight test invalid, the flight test
concerned shall be repeated.

NOISE CERTIFICATE
Another certificate that must be applied for during the process of working towards
the granting of both a Certificate of Airworthiness and Type Certificate, is the Noise
Certificate.
Figure 2-10 Noise Certificate

FORM CA3
This form can be used to apply for a Certificate of Airworthiness, a Type Certificate,
a Noise Certificate or a Permit to Fly. Often, multiple applications are made, such as
the following:-
1. C of A, Noise Certificate & Type Certificate 3. Type Certificate
2. C of A & Type Certificate 4. Permit to Fly
Figure 2-11 Form CA3

PERMIT TO FLY
A Permit to Fly may be issued to an aircraft that does not, for a variety of reasons,
fully comply for a Certificate of Airworthiness.
These reasons might be because the aircraft is a simple, kit-built design; a “one-off”
imported aircraft; an ex-military machine being used in a limited manner for
exhibitions/displays or even a microlight aircraft.
Provided the design meets the approval of the C.A.A. and, in the case of an aircraft
that has been flown previously, that it has been maintained in a satisfactory manner,
a Permit to Fly will be issued.
In addition to the Permit to Fly itself, a Flight Release Certificate must be issued to
guarantee that the aircraft and its engine are ‘fit for flight’. This certificate will be
signed by an LAME, a ‘person authorised by the C.A.A.’ or a firm specifically
approved by the C.A.A. to carry out the work. The permit will normally be validated
for 12 months.
In most cases, the Permit will limit the operation of the aircraft. This can take the
form of a flying-hours-per-year limit, a restriction on crew numbers, a ‘day only &
Visual Flight Rules’ limitation or some other restriction imposed by the C.A.A.
Maintenance Arrangements
Permit to Fly applications made directly to the C.A.A. or, in certain cases, to the
Popular Flying Association (PFA), will be investigated on an individual basis. A
maintenance schedule and, in certain cases any maintenance requirements will be
established by the C.A.A. and stated on the Permit.
Special arrangements with the PFA have been made to act, for its members, as an
intermediary with the C.A.A. with regard to:-
(a) The statutory collection of fees
(b) Making recommendations to the C.A.A. with respect to Permits to Fly

on aircraft (normally homebuilt) with:-
1. A maximum of four occupants (see 2. below for limitations)

2. A maximum take-off weight of 910kg (2 seats)/Open (4 seats)
3. Engine power not exceeding 260 hp
4. A maximum speed of 250 mph
5. A minimum (i.e. controllable) speed not less than 60 mph

Figure 2-12 Permit to Fly

Figure 2-13 Flight Release Certificate

AIRCRAFT RADIO INSTALLATION (STATION) LICENCE AND APPROVAL
1. A radio installation licence is issued by the Department of Trade and

Industry Radio Communications Agency, following application to that
office. The licence only becomes valid when the C.A.A. (SRG) have issued a
“Certificate of Approval of Radio Installation”. The licence authorises the
applicant to carry out the necessary ground and flight tests before a certificate
is issued.
2. Application for a Certificate of Approval is as follows:

(a) Aircraft without a C of A. Application a routine matter after formal
application for a C of A is made.
(b) Aircraft with a C of A. If, after the issue of a C of A, a Certificate of

Approval is desired, application must be in accordance with the
Major Modification procedure of BCAR A2-5.
(c) Where a modification previously approved by the C.A.A. introduces

a radio installation and a certificate is desired, all details relating to
the modification and showing the work has been certified (i.e. CRS
has been issued), must be submitted to the SRG in accordance
with BCAR A6-7.
3. Grant of Approval This is based on a survey by the SRG followed by ground

and flight tests to prove satisfactory functioning.
(a) Flight Test: In accordance with the requirements prescribed in the

‘Communications’ section of the UK “Air Pilot” and such other tests
the C.A.A. may require. The pilot’s flight test report and certificate
to be submitted to the SRG.
3. Operation of Installation. Shall not be operated, whether or not the aircraft is

in flight, except in accordance with conditions of the licence issued under the
law of the country in which the aircraft is registered and by a person duly
licenced or otherwise permitted to operate the station under that law. ANO
Article 46(1)
4. CHANGE OF OWNERSHIP: A change of aircraft ownership invalidates the

Radio Installation Licence. The new owner shall apply to the Radio
Communications Agency for a new licence.

Figure 2-14 Aircraft Radio Licence

Figure 2-15 Radio Approval Certificate

Figure 2-16 Certificate of Airworthiness

On completion of the Airworthiness Acceptance Trials, in accordance with the test
schedule, there is in some cases, need for further test flying. This is to prove that the
particular design of aircraft is suitable for operation on the routes and in the areas
of the world where it will be operating.
Wherever possible, this phase of operational flying is carried out by an operator’s

flying and maintenance teams to an agreed programme and with the C.A.A.
participating in a portion of the trials. This segment of the development flying is
sometimes called Route Proving.
Finally, when the necessary forms have been completed and submitted, when the
C.A.A. is satisfied with the condition of the aircraft and that all of the appropriate
requirements have been complied with, it will issue a Type Certificate and the
Certificate of Airworthiness in the appropriate category. The Type Certificate is a
prerequisite to the C of A in that it lists all of the requirements that have been
satisfied by the manufacturer in order for the CAA to issue a C of A.
The categories in which a Type Certificate are issued are:-
1. Transport (Both categories)

2. Aerial Work
3. Private
NOTE: A Type Certificate is not normally required for an aircraft in the Special
category.

Figure 2-17 Type Certificate

Figure 2-18 Type Certificate Data Sheet

Figure 2-19 Certificate of Design (Variant)

CERTIFICATION OF AIRCRAFT OTHER THAN PROTOTYPES
The types of aircraft now being considered are Variant, Series and Series Modified.
NOTE: Variant aircraft may also be known as Prototype Modified.
Variant Aircraft
A variant aircraft is one that embodies certain design features which differ from one
for which a Certificate of Airworthiness (C of A) has previously been issued; that is a
Prototype.
Where the design changes are such that they materially affect the type design, they
must of course be investigated by the C.A.A. before another C of A can be issued to
cover the modified status of the aircraft.
An application is made to the C.A.A. for the issue of a C of A in a similar manner to

that for the prototype C of A issue. This time however, the design data to be
submitted by the design and manufacturing organisation concerned will not be quite
as extensive as for the prototype.
The Certificate of Design is also required but, unlike that for the prototype, it will
contain an additional certified statement concerning the design changes introduced.
A list of the changes also has to be prepared which shows how they affect the
information contained in the original Type Record document.

JAR 21 SUPPLEMENTAL TYPE CERTIFICATION
JAR 21 Part E introduces the need for Supplemental Type Certification when a
manufacturer wishes to make major changes to the Type Design of an aircraft.
CHANGES TO TYPE CERTIFICATES

Changes in Type Design are classified as minor and major. A “minor change” is one
that has no appreciable effect on the weight, balance, structural strength, reliability,
operational characteristics, or other characteristics affecting the airworthiness of the
product. All other changes are “major changes”.
All changes (major and minor) must be approved in accordance with JAR 21 as
appropriate, and must be adequately identified.
Eligibility
a) The Authority will only accept an application for approval of a major change to
a Type Design from the Type Certificate holder; all other applicants for a
major change to a Type Design must apply under Supplemental Type
Certification (STC).
(b) Any person may apply for approval of a minor change to a Type Design.
Application
An application for approval of a change to a Type Design must be made in a form
and manner acceptable to the Authority and must include:
a) A description of the change identifying
1. All parts of the Type Design and the approved Manuals affected by the
change, and:
2. The requirements with which the change has been designed to comply in
accordance and JAR 21.
b) Identification of any re-investigations necessary to show compliance of the
changed product with the applicable requirements.
Minor Changes
Minor changes in a Type Design may be classified and approved either
a) Directly by the Authority; or
b) Indirectly, through the use, by an appropriately approved design organisation,
of modification procedures that have been agreed with the Authority.
Major Changes
a) An applicant for approval of a major change must
3. Submit to the Authority substantiating data together with any necessary
descriptive data for inclusion in the Type Design;
4. Show that the changed product complies with applicable requirements, as
specified in JAR 21.

5. Declare that he has shown compliance with applicable requirements and
must provide to the Authority the basis on which such a declaration is made;
and
6. Comply with JAR 21.
b) Approval of a major change in a Type Design is limited to that (those) specific
configuration(s) in the Type Design upon which the change is made.
SERIES AIRCRAFT
After type certification of a Prototype or a Variant aircraft, and after issue of the
appropriate category C of A, all future aircraft which eventually go into production
are similar in every essential respect to those initial designs.
These aircraft are designated as “Series” and, as such, must comply with the
requirements that are set out in BCAR Chapter A3-2.
SERIES MODIFIED
When a foreign aircraft is imported into this country, which has the same type
designation as that of an aircraft which is already certificated in the United Kingdom
but which is NOT identical in design, application for a Certificate of Airworthiness on
form CA3 must be annotated ”Series Modified” in the Certification Status section. An
example of this category might be the two major different types of Fokker 100
brought on to the British Register and operated by KLM uk Ltd.
Certification
Before the initial flight of an aircraft and indeed, for all subsequent flights connected
with test programmes, it is essential that ground testing, pre-flight inspections and
maintenance checks of the aircraft and its systems are carried out.
Once the above work has been completed, the work must be certificated.
(1) For Prototype and Variant (Prototype Modified) aircraft, the authorisation for
Flight is signed on a Certificate of Clearance.
(2) On aircraft in the Series category, (For which a Certificate of Airworthiness

And Type Certificate have previously been issued), the work is signed for on
a Fitness for Flight Certificate.
The period of validity shall be stated but shall NOT EXCEED 7 DAYS.

Figure 2-20 Certificate of Fitness for Flight

“A” Conditions Reference: ANO Schedule 3
These apply to an aircraft for which a Certificate of Airworthiness or validation has

previously been in force under the Air Navigation Order or, to an aircraft identical in
design with an aircraft in respect of which a Certificate of Airworthiness is, or has
been in force. Such aircraft shall only fly for the purpose of enabling them to qualify
for the issue, renewal or validation of a C of A, as the case may be.
“A” Conditions
(1) An aircraft registered in the UK may fly for a purpose set out on paragraph (2)
subject to a number of conditions, when either:
(a) It does not have a C of A duly issued or rendered valid under the law of
the United Kingdom, or;
(b) The C of A or Certificate of Validation issued in respect of the aircraft has
ceased to be in force by virtue of any matters specified in Article 9(7).
(2) (a) In the case of an aircraft falling within paragraph 1(a) above, the aircraft
shall fly only for the purpose of enabling it to:
(i) Qualify for the issue of renewal of a C of A or the validation

thereof after an application has been made for such issue,
renewal or validation as the case may be, or carry out a
functional check of a previously approved modification of the
aircraft. (For the purpose of this schedule, ‘a previously
approved modification’ shall mean a modification, which has
previously been approved by the Authority in respect of that
aircraft or another aircraft of the same type).
(ii) Proceed to or from a place at which any inspection, repair,

modification, maintenance approval, test or weighing of, or the
installation of equipment in, the aircraft is to take place or has
taken place for a purpose referred to in sub-paragraph (a), after
any relevant application has been made, or at which the
installation of furnishings in, or the painting of, the aircraft is to
be undertaken; or
(iii) Proceed to or from a place at which the aircraft is to be or has

been stored.

(b) In the case of an aircraft falling within paragraph 1(b), it shall fly only
for the purpose of enabling it to:
(i) Proceed to a place at which any inspection or maintenance

required by virtue of Article 9(7)(b)(ii) is to take place
(ii) Proceed to a place at which any inspection, maintenance or

modification required by virtue of Article 9(7)(b)(i) or (c) of this
order is to take place and in respect of which flight the Authority
has given permission in writing; or
(iii) Carry out a functional check , test or in-flight adjustment in

connection with the carrying out in a manner approved by the
Authority of any overhaul, repair, previously approved
modification, inspection or maintenance required by virtue of
Article 9(7).

AIRCRAFT OF FOREIGN DESIGN
The requirements for the issue of a Certificate of Airworthiness for aircraft of foreign
design are set out in BCAR Chapter B3-2.
The issue is dependent on the aircraft being registered in the UK and subject to
compliance with UK Type Certificate procedures. For aircraft of foreign design and
construction, the issue of a Type Certificate applies to Transport Category aircraft of
more than 2730kg Maximum Take-Off Mass (MTOM).
The C of A issued by the airworthiness authority of the country of origin of the

aircraft, and any Type Certificate technical data sheets must be submitted to the
C.A.A., together with 5 copies of the Flight Manual, which must conform to UK
requirements.
All maintenance manuals, log books and copies of documents concerned with the
weight and balance of the aircraft must also be submitted to the C.A.A.
During their investigation of the aircraft, the C.A.A may decide that additional
requirements must be met. These are listed as ‘Special Conditions’ and are
communicated to the applicant for the United Kingdom C of A.
When required by the C.A.A., a Certificate of Fitness for Flight has to be issued and
the aircraft flight tested in accordance with approved schedules.
To facilitate delivery of an aircraft to the UK, (and provided the number and date of
issue of the foreign C of A are made known), it is possible, under appropriate
circumstances, for the C.A.A. to issue a temporary UK C of A before the aircraft and
all its other documents are available for inspection.

AIRCRAFT OF FOREIGN MANUFACTURE
AIRCRAFT ARRIVES IN U.K. ON

FOREIGN C OF A FOR EXPORT
INFORM FOREIGN AIRWORTHINESS

AUTHORITY OF ARRIVAL AND
INSTRUCT THEM TO CANCEL THE
C OF A AND THE C OF R
CONFIRMATION
RECEIVED
1.4 The issue of a C of A to an aircraft is dependant

APPLY TO CAA FOR on the aircraft being registered in the UK and will be
CERTIFICATE OF REGISTRATION subject to compliance with the procedures outlined
(INCLUDE CONFIRMATION) in Section B of BCAR and with Type Certificate
procedures of Chapter B2-2.
INSPECT AIRCRAFT TO ENSURE

COMPLIANCE WITH ANO & BCAR
APPLY TO THE CAA FOR C OF A, 1.6 Before the issue of a C of A in the Transport,
RADIO APPROVAL AND Aerial or Private category (See B1-2) type aircraft
must qualify for a UK Type Certificate. The
NOISE CERTIFICATE procedures for Type Certification are given in B2-2
1.7 The issue of a C of A to an aircraft does not

OBTAIN BOTH RADIO LICENCE include any radio apparatus that may be installed in
AND INSURANCE the aircraft. Such radio apparatus must comply with
the appropriate requirements of Chapter B4-10.
Figure 2-21 Foreign Aircraft

CERTIFICATE OF AIRWORTHINESS FOR EXPORT
When aircraft manufacturers go into series production of a new type of aircraft, then
obviously they are hopeful of world wide sales. Similarly, of course, there is the
possibility of used aircraft being sold abroad.
In order, therefore, to cover export cases, there is another form of Certificate of

Airworthiness that must be applied for. This is called the Certificate of
Airworthiness for Export.
The Certificate of Airworthiness for Export is different from other types of C of A and
these differences must be understood. They are as follows:
1. It is NOT a statutory document, either internationally under the International

Civil Aviation Organisation (ICAO), or nationally under the ANO.
2. It may be issued for both new and used aircraft.
3. When issued in the UK it signifies as at the date of issue, that in respect of a

new aircraft, a normal UK C of A could be issued. In respect of a used
aircraft, such C of A could be issued or renewed as appropriate.
4. It does not, by itself, give authority for the aircraft to be flown. This may
normally be obtained either from the airworthiness authority of the country in
which the aircraft is to be registered, or by the C.A.A. issuing a C of A to
cover delivery of the aircraft.
5. Application to the C.A.A. for a Certificate of Airworthiness for Export is made

on form CA1241 (Illustrated)

Figure 2-22 Form CA 1241

Figure 2-23 Certificate of Airworthiness for Export

COLLABORATIVE PROJECTS
The term ‘Collaborative Projects’ covers the sharing of design and construction of
aircraft (and powerplants), between more than one company, either within or outside
the United Kingdom.
Details of certification of these projects can be found in BCAR Section ‘A’ (where the
C.A.A. has primary responsibility) and Section ‘B’ (where the C.A.A. has no
responsibility.
Collaborative projects which have either partial or total United Kingdom

responsibility, must have ONE company with overall control, known as the Type
Design Organisation, and responsible to the C.A.A.
Similarly, the manufacture of a design between more than one company, also
require that one company has overall responsibility, to the C.A.A., to ensure
compliance when applying for Type Approval and Certificate of Airworthiness.
Responsibility for continuing airworthiness depends upon which country, known as

the State of Manufacture, has overall responsibility for the design.
A typical example of a collaborative project would be the new Airbus A-380. This
has final assembly in Toulouse in France, whilst sub- contractors such as CASA
from Spain build the tailplane; Bae Systems in the UK, the wings; Aerospatiale/Matra
in France, the cockpit and centre fuselage and Daimler/Chrysler the forward and aft
fuselage together with the fin. There are 10 other companies, from all over Europe,
building other parts of the aircraft.

DEALER’S CERTIFICATE Reference: ANO Schedule 2 Part ‘C’
When the sale of an aircraft involves flight without a Certificate of Registration, The
C.A.A. will permit the aircraft to fly under certain restrictions, providing the registered
owner holds a Dealer’s Certificate.
PART C
Aircraft Dealers Certificate - Conditions
(1) The operator of the aircraft shall be the registered owner of the aircraft,
who shall be the holder of an aircraft dealer’s certificate granted under
this order.
(2) The aircraft shall only fly for the purpose of:
(a) testing the aircraft
(b) demonstrating the aircraft with a view to the sale of that aircraft or of
other similar aircraft
(c) proceeding to or from a place at which the aircraft is to be tested or

demonstrated as aforesaid, or overhauled, repaired or modified
(c) delivering the aircraft to a person who has agreed to buy, lease or
sell it
(d) Proceeding to or from a place for the purpose of storage
(3) Without prejudice to the provisions of Article 43 of this order the operator
of the aircraft shall satisfy himself, before the aircraft takes off, that the
aircraft is in every way fit for the intended flight
(4) The aircraft shall fly only within the United Kingdom

INVALIDATION OF CERTIFICATE OF AIRWORTHINESS
Listed below are the four major reasons why a Certificate of Airworthiness could
become invalid. There may be other specific reasons, but the majority will come
under one or other of these categories.
1. If the aircraft or such of its equipment necessary for airworthiness is

overhauled, repaired or modified in a manner not approved by the C.A.A.
2. If any part of the aircraft or equipment is removed or replaced in a manner or

with material not approved.
3. Until completion of any inspection classified by the C.A.A. as mandatory.
4. Until completion of an inspection required by an approved maintenance

schedule.
The inspections and modifications referred to above are those required for the
purpose of ascertaining and ensuring that an aircraft remains airworthy.

SELF APPRAISAL QUESTIONS
1. To which categories of aircraft is Type Certification applicable?
2. Which aircraft must be weighed?
3. What is the purpose of weighing aircraft?
4. How are the following defined:
a. Basic weight
b. Basic equipment
c. Variable load
d. Disposable load
5. When are aircraft exceeding 5700 kg M.T.O.M. re-weighed (CAT and non -
CAT)?
6. In the UK, who issues a Certificate of Registration?
7. Where are details given of the requirements for displaying nationally and
registration marks on aircraft?
8. What details are given on the fireproof metal plate affixed near the main
entrance to an aircraft?
9. Apart from the words EXIT and EMERGENCY EXIT, what other markings
must an exit have?
10. In what circumstances does a C. of A. cease to be in force?
11. Where is the period of validity of a C. of A. shown?
12. What is the Flight Manuel part of?
13. What are the five categories of C. of A.?
14. Which approvals are associated with the manufacture of aircraft and
equipment?
15. Who issues a radio installation licence?
16. What happens to the radio installation licence on change of ownership of

aircraft?

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Chapter 2 Contents

Mod 10 Chapter 2 Master.doc Issue 1 Page 2-1

At the end of this chapter, you will be able to:

2. Explain Type Certification and Supplemental Type Certification

3. Explain Design / Production Organisation Approvals under JAR-21

4. Explain the applicability and use of:

(a) Certificate of Airworthiness

(b) Certificate of Registration

(c) Noise Certificate

(d) Weight Schedule

(e) Radio Station Licence and Approval

5. Explain Maintenance Programmes, checks and inspections

In addition, you will be able to:

7. Explain the various categories of aircraft

9. State the validity of an aircraft’s C of A.

Page 2-2 Mod 10 Chapter 2 Master.doc Issue 1

Aircraft in the United Kingdom can only be designed and constructed by

Design of a modern, large aircraft, heavier than 5,700kg MTOM* will be in

 MTOM – MAXIMUM TAKE-OFF MASS

Mod 10 Chapter 2 Master.doc Issue 1 Page 2-3

CHIEF DESIGNER CERTIFICATE OF

EQUIPMENT CLEARED PROTOTYPE AIRCRAFT

C OF G SCHEDULE AIRCRAFT WEIGHED APPLICATION FOR CERT OF

CERTIFICATE OF AIRCRAFT REGISTERED MARKINGS APPLIED

AIRCRAFT TEST FLOWN

DEVELOPMENT & PRELIM

APPLICATION TO CAA NOISE CERTIFICATE

CAA ISSUES APPLICATION FOR RADIO HOME OFFICE ISSUES

OPERATION TEST FLYING ETOPS

APPLICATION FOR TYPE TYPE CERTIFICATE

Figure 2-1 - Manufacturing Process

Page 2-4 Mod 10 Chapter 2 Master.doc Issue 1

Suppliers to a manufacturer, can be in one of two categories. If they have A8-2 or

Mod 10 Chapter 2 Master.doc Issue 1 Page 2-5

Page 2-6 Mod 10 Chapter 2 Master.doc Issue 1

Mod 10 Chapter 2 Master.doc Issue 1 Page 2-7

Page 2-8 Mod 10 Chapter 2 Master.doc Issue 1

a. A three-view, general arrangement drawing of the aircraft.

b. A list of the general arrangement drawings, including references to

d. A summary of the design assumptions and calculations.

e. A summary of the aircraft weight and centre of gravity details.

g. Copies of reports giving the particulars and results of airworthiness

h. Particulars of any variations from the C.A.A. or JAR requirements, as

i. Copies of subsidiary type records and Declarations of Design and

Mod 10 Chapter 2 Master.doc Issue 1 Page 2-9

In addition to prescribing the manner in which an aircraft is to be maintained and

a. Transport Category (Passenger) – Any purpose.

b. Transport Category (Cargo) – Any purpose, other than Public Transport of

c. Aerial Work Category – Any purpose other than Public Transport

NOTE: A Permit to Fly may be issued in respect of an aircraft, in accordance with

Page 2-10 Mod 10 Chapter 2 Master.doc Issue 1

A3-2 Prototype - or new design

A3-2 Series - or every one which is similar in

A2-4 Variant - which embodies certain design

- Series (Modified) - a production aircraft which has

Certificate of Airworthiness - Periods of Validity

Period of validity C of A Category

Mod 10 Chapter 2 Master.doc Issue 1 Page 2-11

Article 4 of the ANO