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4.3.1  Introduction
The material for this section applies to aeroplanes of over 5 700 kg maximum certificated take-off mass. It is intended to provide guidance to type design organizations responsible for the type design and to operators on a continuing structural integrity programme which would include information to ensure that the structural integrity will be maintained over the operational life of the aeroplane.
The objective of this section is to assist CAAs in the application of Annex 8, Part II, 4.2.1.1c) which states:
“The State of Design shall ensure that, in respect of aeroplanes over 5 700 kg maximum certificated take-off mass, there exists a continuing structural integrity programme to ensure the airworthiness of the aeroplane. The programme shall include specific information concerning corrosion prevention and control.”
4.3.2  Implementation
4.3.2.1  The type design organization should be responsible for submitting to the certificating authority a programme for making and updating a structural integrity assessment for the type and publishing this programme whenever the analysis of service and test experience of the aeroplane indicates that modified maintenance procedures are needed or that supplemental inspections would yield necessary information on fleet conditions.
4.3.2.2 The continuing structural integrity programme should be initiated by the type design organization and developed jointly with representatives of operators and airworthiness authorities. The authority in each State of Registry having aeroplanes affected should determine how, and to what extent, the substance of the programme is made mandatory, consistent with the State of Registry’s own experience with the aeroplane and its procedures for enforcement of continuing airworthiness requirements.
4.3.2.3  As a minimum the continuing structural integrity programme should include, dependent upon the structural design criteria:
a) supplemental inspections;
b) corrosion prevention and control;
c) structural modifications and associated inspections; 
d) repair assessment methodology; and
e) widespread fatigue damage (WFD) review.
4.3.2.4 The corrosion prevention and control programme should be initiated as early as possible in the service life of the aeroplane and should preferably be available when the aeroplane is introduced into service. The other elements of the continuing structural integrity programme should be developed once sufficient service experience has been accumulated; normally they should be initiated by the time that the lead aeroplane has reached the half-design-life goal for the type and be reviewed periodically.
4.3.3  Procedures and methods
4.3.3.1 It is recognized that each operator should have a maintenance programme when the aeroplanes enter service. In addition, the type design organization is responsible for conducting a continuing assessment of the structural integrity of its type designs over their operational life, taking into account the original design objectives and assumptions, advancements in technology and the behaviour of the structure in service. From this assessment, the type design organization and the operators are jointly responsible for developing and issuing information to supplement the ongoing operator maintenance programmes for the purpose of detecting structural damage before it becomes a serious problem in the fleet. This inspection information should be based on analysis supported by test evidence and operator experience, and should be included in a continuing structural integrity programme. This should be published and revised as indicated in 4.3.2.1 above.
4.3.3.2 The methods, principles and data underlying the continuing assessment of structural integrity and the development of the continuing structural integrity programme should be available for review by the certificating authority. It should be emphasized that the inspections, modifications and replacements described in the programme are additional to the original maintenance programme.
　
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