The Gorell Committee on the control of Private Flying, 1933 to 1934 - will result in the formation of the A.R.B in 1937. The War Office - Ministry of Munitions - A.I.D which became a department of the Air Ministry held responsibility, inspecting Civil Aircraft for airworthiness and licensing Ground Engineers ^[1] until the Air Registration Board was formed. . (Flight International Sept 1963)

The Gorell Committee  members were Lord Gorell, Captain Harold Balfour, Mr E C Gordon England, Mr W Lindsay Everard, Lt.Col J T C Moore-Brabazon, Mr F Handley Page and Mr W A Workman. 

The Gorell Committee report includes an interesting analysis of the causes of accidents to civil aircraft on the Air Ministry Register for the period 1926 - 1933 which sets the background against which the report was written, made a total of 18 recommendations, the majority of which were accepted by the Air Council. Total number of Accidents 355, the majority are noted as "due to causes other than “airworthiness”".

• 29 Engine failure followed by errors of airmanship,
• 31 Engine failure in circumstances likely to lead to accident,
• 9 Structural failure of aircraft,
• 2 Unsatisfactory aerodynamic qualities of machine,
• 9 Defective aero-controls,
• 2 Outbreak of fire in the air

”Entirely wrong values have been placed upon the relative importance of the pilot, the machine and operational activities, in arriving at the regulations to be imposed. The failure of the pilot is by far the most potential source of accidents in flying.” 

The Gorell Committee made a number of recommendations on:

1) the need for certificates of airworthiness in certain cases, 
2) recommended that third party insurance should be compulsory, 
3) advised that towed gliders and gliders carrying passengers for hire and reward should hold certificates of airworthiness and 
4) that pilots of gliders and gliders carrying passengers for hire and reward should be licensed, considered 
5) that it was inappropriate to attempt to impose restrictions on Sunday flying, and recommended 
6) that the control of airworthiness of civil aircraft should be devolved to a statutory autonomous Board
7) Said statutory autonomous Board to be formed from the Joint Aviation Advisory Committee of Lloyd's Register and the British Corporation Register. 
8) that the New Board Responsible For Airworthiness should be called the Air Registration Board, 
9) The members of the Air Registration Board will be responsible the Secretary Of State for Air for the maintenance of airworthiness all civil aircraft.

"We agree with the pronouncement in the Ross Committee report that 'the policy of control of private flying . . . cannot be settled in isolation; the future control of civil aviation in respect of all airworthiness matters must be considered as a whole.”, “ We feel there is substance in the representations of the SBAC and others . . “, “without the good relations which exist between Air Ministry officials and firms, aircraft construction in present conditions would be almost impossible”.

Sir Frederick Handley was chairman of the Committee created for the purpose of drafting a scheme. this was a blueprint for the Air Registration Board, and the ARB which came into operation in February 1937. ^[2]

The Secretary of State for Air delegates “certain of his functions” in respect of civil aircraft, previously undertaken by the Civil Aviation Department - A.I.D, to an Air Registration Board “A.R.B” formally constituted in 1937. ^[3]

The main duties of the A.R.B  are centred on the investigation of aircraft in relation to the issue and renewal of certificates of airworthiness. The Chairman Sir Maurice E. Denny, Mr T R Thomas, secretary

This investigation entails, inter alia:

1. publication of standards for design, (Air Registration Board (ARB) Specification)
2. publication of standards for construction
3. publication of standards for maintenance; (Air Registration Board (ARB) Civil Aircraft Inspection procedure (CAIP) Leaflet)
4. approval of manufacturers' organizations,
5. approval of engine types,
6. approval of equipment,
7. approval of modifications,
8. approval of flight manuals
9. approval of performance schedules;
10. publication of notices to engineers,
11. publication of inspection leaflets,
12. publication of defect reports and
13. publication of an aircraft register.
14. responsibility for examining and licensing aircraft maintenance engineers
15. holding of technical examinations for flight engineers and commercial pilots.

The A.R.B. represents the U.K. at international discussions on airworthiness matters and undertakes the work of investigating and reporting on aircraft for underwriters and others.

The A.R.B also assists Dominion, Colonial and foreign airworthiness authorities with duties similar to those of the UK-A.R.B. The Council of the Board, which formulates policies, consists of 18 persons (who are not paid for their services). Four must be representatives of the aircraft operators; four must be representatives of the aircraft manufacturers; four must be representatives of the insurance underwriters; four must be independent members. One member (appointed by the Ministry of Transport and Civil Aviation “M.T.C.A”) must represent the public One member (also appointed by the M.T.C.A.) must represent the professional pilots. The operators, manufacturers and underwriters appoint their own representatives and also appoint the four independent members. (as of 1955)

An advantage claimed for this organization of the council is that “no particular group wields a preponderating influence”.

The staff of the Board numbers about 230, more than half of whom are technical staff, known as surveyors.

The chief executive is also secretary to the Council, the execution of whose policies is his responsibility. The Board has two main offices in London, 16 area offices in the United Kingdom and eight offices overseas. The Board's income comes from:

fees for issuing and renewing Certificates of Airworthiness, for approving firms, engines and equipment and for examining aircraft maintenance engineers and pilots. 

Minor sources of income are from contracts with foreign governments for advice and from the publication of technical literature.

The technical organization of the A.R.B. is divided broadly into: design department inspection department each having various sub-branches to deal with the Board's work in connection with the investigation of aircraft and associated equipment.

The Board policy on responsibility for airworthiness “as much as possible of the work and responsibility in airworthiness matters should be delegated to those actively engaged in the industry, thus obviating the need for a very large regulating authority”

This is accomplished by delegation :

1. to suitable constructors' design organizations so that they may certify that the design of the aircraft complies with the Board's standards,
2. to suitable inspection organizations so that they may certify that the aircraft, engines, equipment and materials conform to the appropriate drawings and specifications.
3. to suitably licensed aircraft (Ground) engineers to certify that aircraft are maintained to the required standards.
4. In each case the Board retains the right of supervision.

Description of the airworthiness system under the A R.B pertaining to a company designing and constructing civil aircraft - March 1939 ^[4]

• The firm would apply to the A.R.B. for approval of its design organisation.
• Officers of the A.R.B. would inspect the firm’s design organisation and recommend to the A.R.B. that approval be granted, possibly suggesting certain amendments of the design organisation first.
• Approval of the firm’s design organisation would mean that the firm’s design organisation was considered competent to report the results of its design investigation.
• The firm's design staff would be expected to discuss its design assumptions and methods with the A.R.B.
• The firm's design staff would not expect the A.R.B. to check their calculations

The firm would apply to the A.R.B. for approval of its inspection organisations. Officers of the A.R.B. would inspect the firm’s inspection organisations and recommend to the A.R.B. that approval be granted, possibly suggesting certain amendments of the inspection organisation first. Approval of the firm’s inspection organisation would mean that the firm’s inspection organisation was considered competent to inspect construction under the general supervision of the Board's surveyors.

The A.R.B. would expect the firm to supply a " type record." A " type record” is a reference document / set of documents which includes:

• drawings,
• calculations
• tests,
• describes the design,
• indicates the reserve strengths of structural members,

and gives such other information as is necessary to prove that the design meets A.R.B / Air Ministry requirements.

While proceeding with a particular design, the firm would be expected to discuss assumptions and methods with A.R.B officers While proceeding with a particular design, the firm would be expected to keep in touch with the A.R.B during the progress of calculations and any tests which might be necessary. Construction of the aircraft / engine would proceed under the supervision of A.R.B surveyors.

ARB CHAIRMAN 1955, Lord Brabazon of Tara, P.C., C.B.E., M.C., F.R.Ae.S.; ARB SECRETARY & CHIEF EXECUTIVE 1955, R. E. Hardingham, C.M.C., O.B.E., F.R.Ae.S.; ARB CHIEF TECHNICAL OFFICER 1955, Walter Tye, O.B.E., B.Sc, F.R.Ae.S.

ARB ADDRESS  : Brettenham House, Strand, London, W.C.2.

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CanadianAME ( talk) 09:39, 6 August 2016 (UTC) reply