We sometimes feel static electricity, which builds up as we walk, for example, across a nylon carpet, at the moment we touch something that permits an electrostatic discharge.
Static electricity and Electrostatic Discharges (ESD) have become increasing problems as we become more dependent on technology. Significant costs are borne by the aerospace industry as a result of damage caused by ESD components and devices.
 
Consider that at its most basic an ESDS program requires:
a) All conductors of electricity should be grounded to ensure an equipotential balance of electrical charge at times in the defined Electrostatic Protected Area.
b) Appropriate static control packaging or containment for protection of sensitive items must be used whenever the items are removed from an Electrostatic Protected Area.

 
While this sudden Electrostatic Discharge of static electricity does not usually result in any harm to humans, it can for sure deliver significant damage to an electronic circuit that has a particular sensitivity to electrostatic discharge (ESD). Electrostatic Discharge remains a serious threat. It is demonstrated that as electronic devices become smaller, their sensitivity increases with the possibility of damage occurring at voltages as low as 10V.

Managing ESDS in an Aviation Environment is assured by delivering Effective Static Control Procedures. Particularly in the store environment during the inspection phase and during the time components are being transported installed and removed.

Static control can be achieved by adhering to Static Control principles, circuit and component design being an important element of mitigation. The most important element of handling electronic components is to make sure that no difference in potential is allowed to build up. Typically, this is achieved by building ESDS workstations and wearing ESDS wrist straps.
Wrist straps must be correctly worn and connected to the ground through a safety resistance. In this way, the person and the component under work are kept at the same potential.
 
In this way, there is no potential for a discharge, as no potential difference exists.
In aviation, we have – or should have – procedures for just about everything. Procedures are connected to policies and the need to demonstrate regulatory compliance.
 
Procedures belong within the QC environment but facilitate the functioning of the QA process. Without procedures, auditing becomes very challenging.
 
In maintenance, we have the Maintenance Organization Exposition MOE Procedures and the Continuing Airworthiness Management Exposition, plus a myriad of other documents.
 
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