The airworthiness review tab of YR-BUC.
Airworthiness review and the ARC
From the FlyPack CAMO manual
Aircraft → the aircraft → Airworthiness review.
The airworthiness review certificate is the document standing between the aircraft and the ground. An aircraft with none on file reads "No airworthiness review certificate on file" wherever its status is shown, in place of a forecast — FAA Part 91 aircraft excepted, as they do not carry one.
The buttons
| Button | When you use it |
|---|---|
| Start review | Begin a review — the recommendation is built from the records |
| Record steps | Record what was checked as you work through it |
| Record review | Complete it |
| Record an existing ARC | An aircraft arriving with a certificate already issued elsewhere |
| Extend ARC | A one-year extension where the conditions allow it |
Working through a review
Start review asks who the review staff is and when it started, then the review is worked in steps. Record steps captures each one:
| Field | Notes |
|---|---|
| Records review complete | The records check under ML.A.903 |
| Directives verified | That every applicable directive is accounted for |
| Population and Sampled | How many records there were, and how many were read |
| Checked | The physical survey |
| Surveyed and Location | Where the aircraft was seen, and where |
| Raised and Cleared | Findings raised during the review, and how many are closed |
| Notes |
Record review completes it with an outcome:
- Recommend to the authority — the organisation recommends; the authority issues.
- Refuse — the aircraft does not meet the requirements.
Which outcomes are offered depends on what the organisation is approved for. A CAO or CAMO with the privilege issues the certificate itself; one without can only recommend.
The three forms
| Form | Who issues it |
|---|---|
| EASA Form 15a | A recommendation to the competent authority |
| EASA Form 15b | Issued by the competent authority |
| EASA Form 15c | Issued directly by a CAMO or CAO — valid one year, extendable twice |
Recording an existing certificate
For an aircraft joining the fleet with a valid certificate. It asks for the form, the certificate reference, issued by, issued on, expires on, and extensions already used — none, one, or "two — no more are available".
It refuses:
- "A certificate cannot have been issued in the future."
- "The certificate expires before it was issued. Check the dates."
Extending
An extension is only available while the aircraft has remained in a controlled environment, and the dialog asks you to confirm that before it will proceed:
"An extension is only available while the aircraft has remained in a controlled environment. Confirm that before extending."
The number of extensions already used is carried on the certificate and shown beside it, because the allowance is not unlimited and the count is the thing people lose track of.
What stops a certificate being issued
The workflow reports the blockers up front rather than letting somebody reach the last step and be refused:
- Items past their limit — programme tasks and fitted components, counted together. A part past its life is an item past its limit; ML.A.903 has the review satisfy itself the aircraft is airworthy, and it is not.
- Open grounding defects.
- The aircraft being grounded, whatever grounded it.
- A regime with no certificate — FAA Part 91 aircraft do not carry one.
- Nobody holding a current authorisation to sign the outcome.
Incomplete modification paperwork is reported rather than blocking: whether a gap is a finding to raise or something to correct first is the reviewer's judgement, and refusing to let the review start would only move it outside the application.
What the review reads
The recommendation is built from what is already recorded — the programme, the directives, the defects, the components, the modifications. That is the reason the rest of the application insists on reasons and dates: a review is only as good as the records it reads, and a records check that has to be assembled by hand at review time is a records check nobody does twice.
Weight and balance
From the FlyPack CAMO manual
Aircraft → the aircraft → Weight & balance.
The buttons
| Button | What it does |
|---|---|
| Define stations | The loading stations for this aircraft type — seats, baggage, fuel |
| Record weighing | A weighing: empty mass, empty moment, the date |
| Reweigh | A later weighing, superseding the last |
Defining stations
Each station has a code, a name, an arm, and a maximum. Two rules are enforced rather than trusted:
- "Two stations share a code — each has to be distinct."
- "Only one station can be the fuel station."
Stations belong to the type, not the aeroplane: two aircraft of the same type load the same way, and defining them once is what makes the envelope reusable.
MTOM comes from the type too, which is why Useful load changes for every aircraft of a model at once if it is corrected. It is recorded when the type is created, and corrected on Aircraft types — with a reason, because every aeroplane of the model reads it. It is not something to work around on this screen: a mass true of one airframe and not of the model is a weighing, not a type.
What the tab shows
| Panel | What it holds |
|---|---|
| Weighing report | The weighing in force: empty mass, empty arm, and when it was done |
| Useful load | Maximum take-off mass less the empty mass — what is left for people, fuel and bags |
| Stations | Every loading station, with its code, arm in metres and maximum in kilograms |
| Approved envelope | The centre-of-gravity limits the loading has to stay inside |
Recording a weighing
Empty mass (kg), empty arm (m) and weighed on. A Reweigh also asks why it was reweighed — a modification, a repaint, a periodic reweighing — because the reason is what a review looks for when two weighings disagree.
It refuses:
- "A weighing cannot be dated in the future."
- "The empty mass is at or above the maximum take-off mass." — which is not a weighing, it is a typo or the wrong units, and accepting it would produce an envelope in which nothing can be loaded.
The latest weighing is the one in force. Earlier ones stay on the record.
Nothing on this tab is an hour
The header above it carries the engine and propeller clocks; none of them reach this tab.
Masses in kilograms, arms in metres, and a weighing date. The organisation's setting for how hours are written does not touch this screen, and no figure here should ever appear as 1:30.
Loading sheets
A loading sheet is computed against the stations and the weighing in force, and checked against the envelope. It is a calculation from the recorded figures, not a separate record to be maintained — which is why getting the weighing and the stations right is the whole job.
What this tab does not know about
The mass a modification or a repair adds or removes. Where a change affects weight and balance, the aircraft has to be reweighed and the report attached — the airworthiness review reports the gap where it has not been. See Modifications and repairs.