4.2 Conduct of Experimental Test Flights
The C of A requires that aircraft be maintained and operated in accordance with the Aircraft Type Approval, Weight and Balance Report and Aircraft Flight Manual. If, for test demonstration or experimentation, an aircraft is to be flown outside of the approved Aircraft Flight Manual envelope, with unapproved equipment installed, with equipment intentionally disabled, or with inoperative equipment not covered by an approved Minimum Equipment List or maintenance deferral action, the C of A will be invalid. In these cases, flights may only be authorized through a Flight Permit issued by TC.
It must be emphasized that experimentation beyond the limitations imposed by the aircraft certification documentation (Type Approval, C of A, Aircraft Flight Manual, Minimum Equipment List) may be hazardous as it can reduce the safety margins designed into the aircraft and, thus, jeopardize the safety of the crew. Consequently, experimental or developmental flight testing should normally be conducted only under controlled conditions by specifically qualified aircrew after adequate engineering analysis and planning have taken place.
Before a test flight, the determinations of the conditions and limits of testing, normal and emergency procedures specific to the test, and expected aircraft handling characteristics are essential if risks are to be minimized. If companies or individuals wish to conduct a flight test program, they should apply for a Flight Permit and consult with the aircraft manufacturer and TC, who can help them to assess the risks and their capability to conduct the tests safely.
Careful planning, covering all foreseeable exigencies, is critical to safe testing.
Showing posts with label Transport Canada. Show all posts
Showing posts with label Transport Canada. Show all posts
Mar 22, 2010
Mar 15, 2010
Air regulation - AIR - 2.0 FLIGHT OPERATIONS
2.12.5 Use of Seaplanes on Snow Surfaces
The operation of float-equipped aircraft or flying boats from snow covered surfaces will be permitted by Transport Canada under the following conditions:
(a) the pilot and operator will be held responsible for confining all flights to those snow conditions found to be satisfactory as a result of previous tests or experimental flights in that type of aircraft;
(b) passengers should not be carried; and
(c) a thorough inspection of the float or hull bottom, all struts and fittings, all wing fittings, bracing, wing tip floats and fittings should be carried out after every flight to ensure that the aircraft is airworthy.
Seaplanes should not be landing on, or taking off from, snow surfaces except under conditions of deep firm snow, which should not be drifted or heavily crusted.
Flights should not be attempted if there is any adhesion of ice or snow to the under surface of the float or hull. When landing or forced landing a ski or float equipped aeroplane on unbroken snow surfaces, the procedure in AIR 2.11.4 is recommended.
The operation of float-equipped aircraft or flying boats from snow covered surfaces will be permitted by Transport Canada under the following conditions:
(a) the pilot and operator will be held responsible for confining all flights to those snow conditions found to be satisfactory as a result of previous tests or experimental flights in that type of aircraft;
(b) passengers should not be carried; and
(c) a thorough inspection of the float or hull bottom, all struts and fittings, all wing fittings, bracing, wing tip floats and fittings should be carried out after every flight to ensure that the aircraft is airworthy.
Seaplanes should not be landing on, or taking off from, snow surfaces except under conditions of deep firm snow, which should not be drifted or heavily crusted.
Flights should not be attempted if there is any adhesion of ice or snow to the under surface of the float or hull. When landing or forced landing a ski or float equipped aeroplane on unbroken snow surfaces, the procedure in AIR 2.11.4 is recommended.
Mar 8, 2010
Air regulations - LRA - 1.0 AIRCRAFT IDENTIFICATION,MARKING, REGISTRATION AND INSURANCE
1.3 Nationality and Registration Marks
No person shall operate a registered aircraft in Canada unless its nationality and registration marks are clean, visible and displayed in accordance with the CARs or laws of the state of registry.
Canadian nationality and registration marks for new or imported aircraft are issued, on request, by the appropriate Regional Office of Transport Canada. Should an applicant request a specific mark which is not the next available mark, it is deemed to be a “special mark” and may be obtained, if available, upon payment of a fee. Marks may be reserved for a one year period, without being assigned to a specific aircraft, also upon payment of a fee.
Aircraft registration marks are composed of a nationality mark and a registration mark. The Canadian nationality marks are the capital letters “C” or “CF”. “CF” may only be issued for vintage (“heritage”) aircraft (aircraft manufactured prior to January 1, 1957). If the nationality mark is “CF”, the registration mark is a combination of three capital letters. If the nationality mark consists only of the capital letter “C”, the registration mark is a combination of four capital letters beginning with “F” or “G” for regular aircraft (including amateur-built aircraft and advanced ultra-light aeroplanes) and is a combination of four capital letters beginning with “I” for ultra-light aeroplanes. The nationality mark shall precede and be separated from the registration mark by a hyphen.
Aircraft manufactured before January 1, 1957 are considered to be “heritage aircraft” and are eligible to display either the “C” or “CF” nationality mark. Aircraft manufactured after December 31, 1956 will be issued only “C” nationality marks. Those aircraft manufactured after December 31, 1956 which now display the “CF” nationality mark may continue to do so until such time as the aircraft is next painted, after which the aircraft shall display the “C” nationality mark, i.e., CF-XXX becomes C-FXXX. Upon changing the mark, the Transport Canada Regional Office shall be so notified in writing.
The specifications for Canadian nationality and registration marks are contained in CAR 202.01 and in accordance with the Aircraft Marking and Registration Standards of the CARs. For details on the placement and size of aircraft marks, see the Aircraft Marking and Registration Standards 222.01 of the CARs.
CAR 202.04(c) provides for marks to be changed after an aircraft has been registered. This has to do with the removal or change of marks after granting of continuing registration. The aircraft may be removed from the register if it is destroyed, permanently withdrawn from service or exported. It is the responsibility of the owner to immediately notify Transport Canada if any of these events occur. The owner shall also notify Transport Canada in writing within seven days of a change in the owner’s name or permanent address.
No person shall operate a registered aircraft in Canada unless its nationality and registration marks are clean, visible and displayed in accordance with the CARs or laws of the state of registry.
Canadian nationality and registration marks for new or imported aircraft are issued, on request, by the appropriate Regional Office of Transport Canada. Should an applicant request a specific mark which is not the next available mark, it is deemed to be a “special mark” and may be obtained, if available, upon payment of a fee. Marks may be reserved for a one year period, without being assigned to a specific aircraft, also upon payment of a fee.
Aircraft registration marks are composed of a nationality mark and a registration mark. The Canadian nationality marks are the capital letters “C” or “CF”. “CF” may only be issued for vintage (“heritage”) aircraft (aircraft manufactured prior to January 1, 1957). If the nationality mark is “CF”, the registration mark is a combination of three capital letters. If the nationality mark consists only of the capital letter “C”, the registration mark is a combination of four capital letters beginning with “F” or “G” for regular aircraft (including amateur-built aircraft and advanced ultra-light aeroplanes) and is a combination of four capital letters beginning with “I” for ultra-light aeroplanes. The nationality mark shall precede and be separated from the registration mark by a hyphen.
Aircraft manufactured before January 1, 1957 are considered to be “heritage aircraft” and are eligible to display either the “C” or “CF” nationality mark. Aircraft manufactured after December 31, 1956 will be issued only “C” nationality marks. Those aircraft manufactured after December 31, 1956 which now display the “CF” nationality mark may continue to do so until such time as the aircraft is next painted, after which the aircraft shall display the “C” nationality mark, i.e., CF-XXX becomes C-FXXX. Upon changing the mark, the Transport Canada Regional Office shall be so notified in writing.
The specifications for Canadian nationality and registration marks are contained in CAR 202.01 and in accordance with the Aircraft Marking and Registration Standards of the CARs. For details on the placement and size of aircraft marks, see the Aircraft Marking and Registration Standards 222.01 of the CARs.
CAR 202.04(c) provides for marks to be changed after an aircraft has been registered. This has to do with the removal or change of marks after granting of continuing registration. The aircraft may be removed from the register if it is destroyed, permanently withdrawn from service or exported. It is the responsibility of the owner to immediately notify Transport Canada if any of these events occur. The owner shall also notify Transport Canada in writing within seven days of a change in the owner’s name or permanent address.
Mar 1, 2010
Air regulations - RAC - 4.0 AIRPORT OPERATIONS
4.5.1 General
An uncontrolled aerodrome is an aerodrome without a control tower, or one where the tower is not in operation. There is no substitute for alertness while in the vicinity of an uncontrolled aerodrome. It is essential that pilots be aware of, and look out for, other traffic, and exchange traffic information when approaching or departing from an uncontrolled aerodrome, particularly since some aircraft may not have communication capability. To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft monitor a common designated frequency, such as the published MF or ATF, and follow the reporting procedures specified for use in an MF area*, while operating on the manoeuvring area or flying within an MF area surrounding an uncontrolled aerodrome.
* MF area means an area in the vicinity of an uncontrolled aerodrome for which an MF has been designated. The area within which MF procedures apply at a particular aerodrome is defined in the Aerodrome/Facility Directory Section of the CFS, under the heading COMM. Normally, the MF area is a circle with a 5-NM radius capped at 3 000 ft AAE.
At uncontrolled aerodromes without a published MF or ATF, the common frequency for the broadcast of aircraft position and the intentions of pilots flying in the vicinity of that aerodrome is 123.2 MHz.
At aerodromes within an MF area, traffic information may be exchanged by communicating with an FSS, CARS, UNICOM operator, vehicle operator, or by a broadcast transmission. The VCS in conjunction with AAS is normally provided at aerodromes served by an FSS. Some uncontrolled aerodromes are indirectly served by an FSS through an RCO and may provide RAAS. As flight service specialists may be located some distance from an aerodrome, it is essential that they be kept fully informed of both aircraft and vehicle activity.
Other aerodromes are designated as having an ATF. At some aerodromes with a control tower or FSS, an ATF is designated for use when the air traffic facility is closed. If a radio-equipped vehicle is present at ATF aerodromes, pilots can contact the vehicle operator directly on the ATF to ascertain that no vehicle-aircraft conflict exists. Operators of such radio-equipped vehicles will also provide pilots with any other available information on runway status and presence of other aircraft or vehicles on the runway.
There are some remote airports where a voice generator module (VGM) connected to an AWOS (or LWIS) continuously broadcasts weather information. An AWOS (or LWIS) broadcasts weather information that may differ from the aviation routine weather report (METAR) or aviation selected special weather report (SPECI) issued for the location. There may also be significant differences between broadcasts only a few minutes apart. Transport Canada recognizes that for any given site at any given time there can be only one official weather observation (METAR or SPECI), whether from a human observer or an automated station. As a result, it has been determined that although an AWOS (or LWIS) broadcast constitutes an additional source of accurate, up-to-the-minute weather information, it does not constitute an official weather observation (METAR or SPECI).
The wind and altimeter data obtained from an AWOS (or LWIS) via a VGM broadcast can be used to conduct an instrument approach. Therefore, at aerodromes where RAAS is provided and where AWOS (or LWIS) weather information is also available via a VGM broadcast, the wind and altimeter data may be omitted from the RAAS if the pilot indicates in the initial call to the FSS that the weather information has already been obtained from the VGM broadcast. To avoid unnecessary frequency changes and to assist in reducing frequency congestion, it is desirable that pilots acquire this weather information prior to entering either the MF or ATF area and inform the flight service specialist that they have the wind and altimeter information. On start-up at such an aerodrome, it would be desirable to listen to the VGM broadcast prior to taxiing.
The flight service specialist will advise pilots of below-minima conditions reported in the current official METAR or SPECI. This will ensure a common reference for pilots and ATS personnel since IFR or SVFR authorization would then be required to operate within the control zone. Pilots will also be advised of any other significant weather conditions reported in current METAR, SPECI, SIGMET, AIRMET or PIREP, as appropriate, which may affect the safety of the flight. The flight service specialist will provide, upon request, the complete current METAR or SPECI for the location.
An uncontrolled aerodrome is an aerodrome without a control tower, or one where the tower is not in operation. There is no substitute for alertness while in the vicinity of an uncontrolled aerodrome. It is essential that pilots be aware of, and look out for, other traffic, and exchange traffic information when approaching or departing from an uncontrolled aerodrome, particularly since some aircraft may not have communication capability. To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft monitor a common designated frequency, such as the published MF or ATF, and follow the reporting procedures specified for use in an MF area*, while operating on the manoeuvring area or flying within an MF area surrounding an uncontrolled aerodrome.
* MF area means an area in the vicinity of an uncontrolled aerodrome for which an MF has been designated. The area within which MF procedures apply at a particular aerodrome is defined in the Aerodrome/Facility Directory Section of the CFS, under the heading COMM. Normally, the MF area is a circle with a 5-NM radius capped at 3 000 ft AAE.
At uncontrolled aerodromes without a published MF or ATF, the common frequency for the broadcast of aircraft position and the intentions of pilots flying in the vicinity of that aerodrome is 123.2 MHz.
At aerodromes within an MF area, traffic information may be exchanged by communicating with an FSS, CARS, UNICOM operator, vehicle operator, or by a broadcast transmission. The VCS in conjunction with AAS is normally provided at aerodromes served by an FSS. Some uncontrolled aerodromes are indirectly served by an FSS through an RCO and may provide RAAS. As flight service specialists may be located some distance from an aerodrome, it is essential that they be kept fully informed of both aircraft and vehicle activity.
Other aerodromes are designated as having an ATF. At some aerodromes with a control tower or FSS, an ATF is designated for use when the air traffic facility is closed. If a radio-equipped vehicle is present at ATF aerodromes, pilots can contact the vehicle operator directly on the ATF to ascertain that no vehicle-aircraft conflict exists. Operators of such radio-equipped vehicles will also provide pilots with any other available information on runway status and presence of other aircraft or vehicles on the runway.
There are some remote airports where a voice generator module (VGM) connected to an AWOS (or LWIS) continuously broadcasts weather information. An AWOS (or LWIS) broadcasts weather information that may differ from the aviation routine weather report (METAR) or aviation selected special weather report (SPECI) issued for the location. There may also be significant differences between broadcasts only a few minutes apart. Transport Canada recognizes that for any given site at any given time there can be only one official weather observation (METAR or SPECI), whether from a human observer or an automated station. As a result, it has been determined that although an AWOS (or LWIS) broadcast constitutes an additional source of accurate, up-to-the-minute weather information, it does not constitute an official weather observation (METAR or SPECI).
The wind and altimeter data obtained from an AWOS (or LWIS) via a VGM broadcast can be used to conduct an instrument approach. Therefore, at aerodromes where RAAS is provided and where AWOS (or LWIS) weather information is also available via a VGM broadcast, the wind and altimeter data may be omitted from the RAAS if the pilot indicates in the initial call to the FSS that the weather information has already been obtained from the VGM broadcast. To avoid unnecessary frequency changes and to assist in reducing frequency congestion, it is desirable that pilots acquire this weather information prior to entering either the MF or ATF area and inform the flight service specialist that they have the wind and altimeter information. On start-up at such an aerodrome, it would be desirable to listen to the VGM broadcast prior to taxiing.
The flight service specialist will advise pilots of below-minima conditions reported in the current official METAR or SPECI. This will ensure a common reference for pilots and ATS personnel since IFR or SVFR authorization would then be required to operate within the control zone. Pilots will also be advised of any other significant weather conditions reported in current METAR, SPECI, SIGMET, AIRMET or PIREP, as appropriate, which may affect the safety of the flight. The flight service specialist will provide, upon request, the complete current METAR or SPECI for the location.
Feb 22, 2010
Air regulations - RAC - 3.0 FLIGHT PLANNING
3.13 Fuel Requirements
The fuel requirements contained in this Section do not apply to gliders, balloons or ultra-light aeroplanes. (CAR 602.88)
In addition to VFR and IFR fuel requirements, every aircraft shall carry an amount of fuel that is sufficient to provide for
(a) taxiing and foreseeable delays prior to takeoff;
(b) meteorological conditions;
(c) foreseeable air traffic routings and traffic delays;
(d) landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of a multi-engined aircraft, failure of any engine, at the most critical point during the flight; and
(e) any other foreseeable conditions that could delay the landing of the aircraft.
3.13.1 VFR Flight
An aircraft operated in VFR flight shall carry an amount of fuel that is sufficient to allow the aircraft
(a) in the case of an aircraft other than a helicopter,
(i) when operated during the day, to fly to the destination aerodrome and then to fly for 30 minutes at normal cruising speed, or
(ii) when operated at night, to fly to the destination aerodrome and then to fly for 45 minutes at normal cruising speed, or
(b) in the case of a helicopter, to fly to the destination aerodrome and then to fly for 20 min. at normal cruising speed.
The fuel requirements contained in this Section do not apply to gliders, balloons or ultra-light aeroplanes. (CAR 602.88)
In addition to VFR and IFR fuel requirements, every aircraft shall carry an amount of fuel that is sufficient to provide for
(a) taxiing and foreseeable delays prior to takeoff;
(b) meteorological conditions;
(c) foreseeable air traffic routings and traffic delays;
(d) landing at a suitable aerodrome in the event of loss of cabin pressurization or, in the case of a multi-engined aircraft, failure of any engine, at the most critical point during the flight; and
(e) any other foreseeable conditions that could delay the landing of the aircraft.
3.13.1 VFR Flight
An aircraft operated in VFR flight shall carry an amount of fuel that is sufficient to allow the aircraft
(a) in the case of an aircraft other than a helicopter,
(i) when operated during the day, to fly to the destination aerodrome and then to fly for 30 minutes at normal cruising speed, or
(ii) when operated at night, to fly to the destination aerodrome and then to fly for 45 minutes at normal cruising speed, or
(b) in the case of a helicopter, to fly to the destination aerodrome and then to fly for 20 min. at normal cruising speed.
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