Professional Documents
Culture Documents
engineering
TRAINING MANUAL
AIRCRAFT CERTIFICATION
JAR 66 Module 10
CHAPTER 2
Aviation Legislation
Chapter 2 Contents
Contents
Objectives
Manufacturing Process
Certificate of Design (Prototype)
Categories of Aircraft
Certificate of Airworthiness Validity
Registration of Aircraft
Aircraft Markings
Weight and Balance
Certificate of Clearance
A and B Conditions
B Conditions
Aircraft Markings
Manuals
Airworthiness Acceptance Trials
Noise Certificate
Form CA3
Permit to Fly
Radio Installation, License and Approval
Certificate of Airworthiness
Type Certificate
Aircraft other than Prototypes
A Conditions
Foreign Designed Aircraft
Certificate of Airworthiness for Export
Collaborative Projects
Dealers Certificate
Invalidation of Certificate of Airworthiness
1
2
4
8
10
11
12
15
17
19
20
21
22
25
27
28
29
30
33
36
38
41
45
47
49
52
53
54
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TRAINING MANUAL
AIRCRAFT CERTIFICATION
JAR 66 Module 10
Aviation Legislation
CHAPTER 2
OBJECTIVES
At the end of this chapter, you will be able to:
1.
Explain the certification rules related to JAR-23/25/27 and 29. This includes
the process an aircraft undergoes during initial design, construction,
registration and test flying.
2.
3.
4.
Certificate of Registration
(c)
Noise Certificate
(d)
Weight Schedule
(e)
5.
6.
Explain the terms and use of Master Minimum Equipment Lists (MMEL),
Minimum Equipment Lists (MEL) and Dispatch Deviation List (DDL)
8.
Explain the terms used in weighing and determining the Centre of Gravity
(CofG) of an aircraft
9.
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AIRCRAFT CERTIFICATION
JAR 66 Module 10
CHAPTER 2
Aviation Legislation
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APPROVED
SUB-CONTRACTOR
A8-2/JAR-21
AIRCRAFT CERTIFICATION
JAR 66 Module 10
CHAPTER 2
Aviation Legislation
APPROVED ORGANISATION
A8-1/JAR-21
PRIMARY COMPANY
CHIEF DESIGNER
AIRCRAFT DESIGNED
EQUIPMENT CLEARED
BY CRS
PROTOTYPE AIRCRAFT
CONSTRUCTED
C OF G SCHEDULE
COMPLETED
AIRCRAFT WEIGHED
A5-4
CERTIFICATE OF
CLEARANCEBEFORE FLIGHT
CERTIFICATE OF
DESIGN (PROTOTYPE)
CAA
APPLICATION FOR
REGISTRATION CA.1
AIRCRAFT REGISTERED
CERT OF REGN
MARKINGS APPLIED
AND SCHED 1 PT B
AIRWORTHINESS
ACCEPTANCE TRIALS
CAA ISSUES
THE APPROVAL ON
FORM AD917
APPLICATION TO CAA
FOR C OF A, TYPE CERT &
NOISE CERT: FORM CA.3
NOISE CERTIFICATE
ISSUED
ETOPS
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JAR 66 Module 10
CHAPTER 2
Aviation Legislation
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JAR 66 Module 10
CHAPTER 2
Aviation Legislation
b.
c.
A summary of the basic aerodynamic data and other data used in the
aircraft design.
d.
e.
f.
A list of reserve factors for ultimate load conditions at all parts of the
aircraft structure.
g.
h.
i.
The size of the aircraft and the purpose for which it is being designed has a
significant effect on the form that the certification may take and, in some cases, the
frequency of renewal of the Certificate of Airworthiness. For example, aircraft are
sub-divided into five categories, shown overleaf, which are dependent on the use to
which the aircraft is to be put.
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TRAINING MANUAL
AIRCRAFT CERTIFICATION
JAR 66 Module 10
Aviation Legislation
CHAPTER 2
CATEGORIES OF AIRCRAFT
In addition to prescribing the manner in which an aircraft is to be maintained and
operated, the C.A.A., when issuing a Certificate of Airworthiness or Permit to Fly, will
indicate on the certificate the purpose(s) for which the aircraft may be used. This is
brought about by placing the aircraft in one of the following categories.
a.
b.
c.
d.
e.
f.
Private Category Any purpose, other than Public Transport and Aerial
Work.
Special Category Any purpose other than Public Transport, specified in
the Certificate of Airworthiness, but not including the carriage of passengers
unless expressly permitted.
Permit to Fly Any purpose other than Public Transport or, unless expressly
permitted, Aerial Work.
NOTE:
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AIRCRAFT CERTIFICATION
JAR 66 Module 10
CHAPTER 2
Aviation Legislation
In addition to the Categories mentioned earlier, there are three other classifications
of aircraft, which are relevant to the issue of a Certificate of Airworthiness. These
are:
A3-2
Prototype
A3-2
Series
respect to the design of an aircraft for
- or new design
- or every one which is similar in
every respect to the design of an
aircraft for which a C of A has
already been issued.
A2-4
Variant
(Prototype Modified)
Series (Modified)
C of A Category
3 YearsTransport Passenger
3 Years.Transport Cargo
3 Years..Aerial Work
3 Years..Private
1 YearSpecial
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AIRCRAFT CERTIFICATION
JAR 66 Module 10
Aviation Legislation
CHAPTER 2
REGISTRATION of AIRCRAFT
All aircraft must be registered in the U.K., before they are permitted to fly. They must
also have their allotted registration letters displayed on the airframe in accordance
with Article 5 and part B schedule 2 of the ANO.
The legal requirements in respect of aircraft registration are set out in:
Article 4 of the ANO
Application for registration in the U.K. must be made to the C.A.A on a Form CA1.
They will, subject to acceptance of the application, issue a Certificate of
Registration. This certificate is valid until there is a change in ownership of the
aircraft, or until the aircraft is destroyed or permanently withdrawn from use.
An official list of aircraft registered in the U.K. is kept by the C.A.A. There is also an
International Aircraft Register.
An aircraft, other than one permitted to fly without being registered, must not fly in
U.K. airspace unless it bears the nationality and registration marks as required by
the law of the country in which it is registered.
The national mark of U.K. registered aircraft is the capital letter G and the
registration mark is a group of four capital letters.
An alternative to the above system is used by aircraft manufacturers/dealers to
permit flight test of aircraft without the aircraft being registered. The registrations are
not permanent and take the form of capital letter G followed by two sets of
numerals. The first is allocated to the manufacturer/dealer, the second represents
the aircraft itself.
For example, the registration G-7-161 was allocated to a Slingsby Firefly, (for
export to the U.S.A.). The number 7 represented the Slingsby Aircraft Company and
the 161 indicated it was the 161st aircraft of that production order.
A Bae Jetstream aircraft was allocated G-4-014. The 4 in this case being the
number allocated to British Aerospace, with the aircraft being the 14 th of a batch
going to the Sun Air airline.
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CHAPTER 2
(a)
(b)
Be RED in colour and, if the background renders the red colour not easily
visible, it must be outlined in WHITE or some other contrasting colour.
(c)
(d)
If one, but not more than one, exit from an aircraft becomes inoperative at a place
where it is not reasonably practical for it to be repaired or replaced, there is nothing
to prevent the aircraft from carrying passengers until it next lands at a place where
the exit can be repaired or replaced provided that:
(a)
the number of passengers carried and the position of the seats which they
occupy is in accordance with arrangements approved by the C.A.A. either in
relation to the particular aircraft or class of aircraft; and:
(b)
OWNERS NAMEPLATE
All registered aircraft must have a metal nameplate fixed near the main entrance of
the aircraft, upon which is stamped or engraved the nationality and registration
marks as well as the registered owners name and address. This metal plate must
be fireproof, so that there will be a means of identification in the event of the aircraft
being destroyed by fire. The C.A.A. recommends the use of a stainless steel plate.
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JAR 66 Module 10
CHAPTER 2
Aviation Legislation
To obtain the Total Weight it is necessary to add to the basic weight, the
weights of those Variable and Disposable Load items which are to be
carried for the particular role that the aircraft is being used for.
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Aviation Legislation
CHAPTER 2
AIRCRAFT WEIGHING
NOTE:
Aircraft whose Maximum Take-Off Mass exceeds 5700kg shall be re-weighed within
two years of the date of manufacture,(Initial weighing). Subsequent check weighing
shall be made at intervals not exceeding five years, and at such other times as the
C.A.A. may require.
Aircraft the MTOM of which does not exceed 5700kg, shall be re-weighed at such
times as the C.A.A. may require.
JAR-OPS 1 requires re-weighing every four years or nine years if fleet weighing is
used. Under JAR-OPS 1, aircraft must also be weighed if any modifications are
carried out without knowledge of their effect on the mass and balance.
When an aircraft is weighed, the condition of the aircraft (i.e. the equipment and
other items of load such as fluids in tanks) shall be recorded. The equipment
installed should not differ from that included in the declared list of Basic Equipment
associated with the original Weight and Centre of Gravity Schedule issued or the
Loading and Distribution Schedule as appropriate.
The Basic Weight and corresponding Centre of Gravity position shall be
determined and entered into the appropriate schedule mentioned in the paragraph
above.
The C.A.A. may require that the actual weight of the items of Variable Load be
ascertained.
A Weighing Record containing records of the weighing and the calculations involved
shall be made available to the C.A.A. and shall also be retained by the operator.
When the aircraft is again weighed, the previous Weighing Record shall be retained
with the aircraft records.
Operators shall maintain records of all known weight and G of G changes which
occur after the aircraft has been weighed and such records shall also be retained by
the operator.
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CHAPTER 2
Aviation Legislation
CERTIFICATE OF CLEARANCE
When the construction of the aircraft is completed, the aircraft is prepared for
preliminary flight testing by the manufacturing organisation.
For the purpose of such flight testing, a Certificate of Clearance must first be
issued and signed by an approved person from the Design Department of the
organisation. It must then be counter-signed by an approved person from the Quality
Department.
The Certificate of Clearance is an important document as it clears an aircraft to fly
without a Certificate of Airworthiness.
There are two classifications:
A Conditions
B Conditions
A conditions will be covered in the chapter dealing with Series/Production aircraft.
Prototypes of new designs are cleared for flight under B conditions by the issuing
of a Certificate of Clearance.
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CHAPTER 2
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CONDITIONS
A
Issue
or Renewal
or Validation
X
X
X
X
X
X
X
X
X
-
X
X
X
X
X
X
X
X
2.
4.
5.
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7.2
7.3
The Design organisation shall be approved for the issue of a Certificate of Clearance
and other organisations involved in the arrangement shall be appropriately approved
for the nature of the work being undertaken, including the provision of suitable
maintenance arrangements.
7.4
The Design organisation shall submit suitable procedures, set out in the
Exposition(s) and supporting documentation, describing the means by which the
certificate is issued.
7.5
The persons signing the Certificate of Clearance shall ensure that the information
provided is adequate to enable the pilot to carry out the proposed flights and, before
the pilot undertakes the flights he shall be satisfied with the adequacy of the
information provided.
Mod 10 Chapter 2 Master.doc Issue 1
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Aviation Legislation
CHAPTER 2
Test reference(s) and the Type and serial number of the aircraft to which the
Certificate of Clearance relates.
(b)
(c)
(d)
A statement that all the relevant procedures have been carried out satisfactorily to
make the aircraft fit for flight.
(e)
(f)
(g)
(h)
Aircraft Markings
Aircraft not registered in the United Kingdom, nor under the law of any country
referred to in Article 3 of the ANO shall be marked as in the following paragraphs.
The aircraft shall be marked with the letter G followed by a numeral allocated by
the C.A.A. (B conditions number). These markings shall be further followed by any
other numeral allocated by the organisation. The three markings shall be separated
by hyphens, such that the combined markings are not displayed on any other
aircraft. They will comply with the ANO with respect to size, width, spacing etc.
NOTE: These markings are only permissible within U.K. airspace
The holder of the approval granted under Chapter A8-9 shall maintain a register of
the markings, which shall cross-refer to the corresponding serial number allocated
by the aircraft manufacturer.
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CHAPTER 2
Aviation Legislation
(b)
NOTE:
The C.A.A. may require alterations to the flight test schedule, and may also require
additional tests not included in the schedule if it appears that such test are
necessary to establish the airworthiness of the aircraft type.
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MANUALS
During the process of manufacture and flight testing, the constructor of the aircraft
must send a complete set of aircraft manuals to the C.A.A. for approval. These
consist initially of five draft copies of the Flight Manual followed by 3 final copies
and one copy of each of the other manuals.
When the C.A.A. has approved the manuals, it will notify the aircraft constructor of
this fact and also return a single master copy of the Flight Manual, suitably
annotated as approved.
MANUALS COMPLETED
AND SENT TO THE CAA
FOR APPROVAL
FLIGHT
MANUAL
OPERATIONS
MANUAL
CREW
MANUAL
AERIAL
APPLICATIONS
PARACHUTE
MANUAL
CHAP A7-2
ARTICLE 31
CHAP A7-3
ARTICLE 58
ARTICLE 57
FORMS
PART OF
THE
C OF A
PUBLIC
TRANSPORT
AIRCRAFT
PUBLIC
TRANSPORT
AIRCRAFT
AERIAL
APPLICATION
CERTIFICATE
AIRCRAFT
HOLDERS OF
PERMISSION TO
PARACHUTE
ALL BRITISH
FOR HIRE AND REWARD
MAY FORM PART OF THE
DESIGNED AND BUILT
OPERATIONS
AIRCRAFT
MANUAL
POST 1949
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Once the development and preliminary flight testing has been completed, a period of
flight trials called the Airworthiness Acceptance Trials must be carried out, both in
accordance with an approved schedule and with C.A.A. participation.
BCARs
CHAPTER A2-3
FLIGHT TESTING FOR TYPE CERTIFICATION
Airworthiness Acceptance Trials
The Airworthiness Acceptance Trials will normally commence after completion of the
aircraft constructors development and preliminary flight-testing.
The aircraft shall, in all relevant respects, be in a condition fully representative of the
Type when the Airworthiness Acceptance Trials are carried out. A statement
identifying the design standard at the commencement of these trials shall be given to
the C.A.A., together with details of any significant variations in the design from that
originally advised. The statement shall include sufficient detail to identify the design
and modification state of the aircraft, and shall include all limitations, including
temporary limitations, applicable to the trial.
(a)
(b)
Where any design change renders a previous flight test invalid, the flight test
concerned shall be repeated.
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CHAPTER 2
NOISE CERTIFICATE
Another certificate that must be applied for during the process of working towards
the granting of both a Certificate of Airworthiness and Type Certificate, is the Noise
Certificate.
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FORM CA3
This form can be used to apply for a Certificate of Airworthiness, a Type Certificate,
a Noise Certificate or a Permit to Fly. Often, multiple applications are made, such as
the following:1.
3. Type Certificate
2.
4. Permit to Fly
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Aviation Legislation
CHAPTER 2
PERMIT TO FLY
A Permit to Fly may be issued to an aircraft that does not, for a variety of reasons,
fully comply for a Certificate of Airworthiness.
These reasons might be because the aircraft is a simple, kit-built design; a one-off
imported aircraft; an ex-military machine being used in a limited manner for
exhibitions/displays or even a microlight aircraft.
Provided the design meets the approval of the C.A.A. and, in the case of an aircraft
that has been flown previously, that it has been maintained in a satisfactory manner,
a Permit to Fly will be issued.
In addition to the Permit to Fly itself, a Flight Release Certificate must be issued to
guarantee that the aircraft and its engine are fit for flight. This certificate will be
signed by an LAME, a person authorised by the C.A.A. or a firm specifically
approved by the C.A.A. to carry out the work. The permit will normally be validated
for 12 months.
In most cases, the Permit will limit the operation of the aircraft. This can take the
form of a flying-hours-per-year limit, a restriction on crew numbers, a day only &
Visual Flight Rules limitation or some other restriction imposed by the C.A.A.
Maintenance Arrangements
Permit to Fly applications made directly to the C.A.A. or, in certain cases, to the
Popular Flying Association (PFA), will be investigated on an individual basis. A
maintenance schedule and, in certain cases any maintenance requirements will be
established by the C.A.A. and stated on the Permit.
Special arrangements with the PFA have been made to act, for its members, as an
intermediary with the C.A.A. with regard to:(a) The statutory collection of fees
(b) Making recommendations to the C.A.A. with respect to Permits to Fly on
aircraft (normally homebuilt) with:1.
2.
3.
4.
5.
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2.
3.
3.
4.
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(b)
The Authority will only accept an application for approval of a major change to
a Type Design from the Type Certificate holder; all other applicants for a
major change to a Type Design must apply under Supplemental Type
Certification (STC).
Any person may apply for approval of a minor change to a Type Design.
Application
An application for approval of a change to a Type Design must be made in a form
and manner acceptable to the Authority and must include:
a)
1.
2.
b)
Minor Changes
Minor changes in a Type Design may be classified and approved either
a)
Directly by the Authority; or
b)
Indirectly, through the use, by an appropriately approved design organisation,
of modification procedures that have been agreed with the Authority.
Major Changes
a)
3.
4.
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5.
6.
b)
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SERIES AIRCRAFT
After type certification of a Prototype or a Variant aircraft, and after issue of the
appropriate category C of A, all future aircraft which eventually go into production are
similar in every essential respect to those initial designs.
These aircraft are designated as Series and, as such, must comply with the
requirements that are set out in BCAR Chapter A3-2.
SERIES MODIFIED
When a foreign aircraft is imported into this country, which has the same type
designation as that of an aircraft which is already certificated in the United Kingdom
but which is NOT identical in design, application for a Certificate of Airworthiness on
form CA3 must be annotated Series Modified in the Certification Status section. An
example of this category might be the two major different types of Fokker 100
brought on to the British Register and operated by KLM uk Ltd.
Certification
Before the initial flight of an aircraft and indeed, for all subsequent flights connected
with test programmes, it is essential that ground testing, pre-flight inspections and
maintenance checks of the aircraft and its systems are carried out.
Once the above work has been completed, the work must be certificated.
(1)
For Prototype and Variant (Prototype Modified) aircraft, the authorisation for
Flight is signed on a Certificate of Clearance.
(2)
The period of validity shall be stated but shall NOT EXCEED 7 DAYS.
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A Conditions
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An aircraft registered in the UK may fly for a purpose set out on paragraph (2)
subject to a number of conditions, when either:
(a) It does not have a C of A duly issued or rendered valid under the law of
the United Kingdom, or;
(b) The C of A or Certificate of Validation issued in respect of the aircraft has
ceased to be in force by virtue of any matters specified in Article 9(7).
(2)
(a) In the case of an aircraft falling within paragraph 1(a) above, the aircraft
shall fly only for the purpose of enabling it to:
(i)
(ii)
(iii)
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(b)
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In the case of an aircraft falling within paragraph 1(b), it shall fly only
for the purpose of enabling it to:
(i)
(ii)
(iii)
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CHAPTER 2
CONFIRMATION RECEIVED
APPLY TO
CAA
FORbeing registered in the UK and will be subject to compliance with the procedures
on the
aircraft
CERTIFICATE OF
REGISTRATION
outlined
in Section B of BCAR and with Type Certificate procedures of Chapter B2-2.
(INCLUDE CONFIRMATION)
1.6CAA
Before
the issue
aC
of A in the
Transport, Aerial
APPLY TO THE
FOR
C OFofA,
RADIO
APPROVAL
ANDor Private category (See B1-2) type aircraft
must qualify for a UK Type Certificate. The procedures for Type Certification are given in B2-2
NOISE CERTIFICATE
1.7 The issue of a C of A to an aircraft does not include any radio apparatus that may be installed in
OBTAIN BOTH
RADIO LICENCE AND INSURANCE
the aircraft. Such radio apparatus must comply with the appropriate requirements of Chapter B4-10.
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CERTIFICATE OF AIRWORTHINESS FOR EXPORT
When aircraft manufacturers go into series production of a new type of aircraft, then
obviously they are hopeful of world wide sales. Similarly, of course, there is the
possibility of used aircraft being sold abroad.
In order, therefore, to cover export cases, there is another form of Certificate of
Airworthiness that must be applied for. This is called the Certificate of
Airworthiness for Export.
The Certificate of Airworthiness for Export is different from other types of C of A and
these differences must be understood. They are as follows:
1.
2.
3.
4.
It does not, by itself, give authority for the aircraft to be flown. This may
normally be obtained either from the airworthiness authority of the country in
which the aircraft is to be registered, or by the C.A.A. issuing a C of A to cover
delivery of the aircraft.
5.
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COLLABORATIVE PROJECTS
The term Collaborative Projects covers the sharing of design and construction of
aircraft (and powerplants), between more than one company, either within or outside
the United Kingdom.
Details of certification of these projects can be found in BCAR Section A (where the
C.A.A. has primary responsibility) and Section B (where the C.A.A. has no
responsibility.
Collaborative projects which have either partial or total United Kingdom
responsibility, must have ONE company with overall control, known as the Type
Design Organisation, and responsible to the C.A.A.
Similarly, the manufacture of a design between more than one company, also
require that one company has overall responsibility, to the C.A.A., to ensure
compliance when applying for Type Approval and Certificate of Airworthiness.
Responsibility for continuing airworthiness depends upon which country, known as
the State of Manufacture, has overall responsibility for the design.
A typical example of a collaborative project would be the new Airbus A-380. This
has final assembly in Toulouse in France, whilst sub- contractors such as CASA from
Spain build the tailplane; Bae Systems in the UK, the wings; Aerospatiale/Matra in
France, the cockpit and centre fuselage and Daimler/Chrysler the forward and aft
fuselage together with the fin. There are 10 other companies, from all over Europe,
building other parts of the aircraft.
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CHAPTER 2
Aviation Legislation
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CHAPTER 2
2.
3.
3
4.
The inspections and modifications referred to above are those required for the
purpose of ascertaining and ensuring that an aircraft remains airworthy.
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AIRCRAFT CERTIFICATION
JAR 66 Module 10
CHAPTER 2
Aviation Legislation
2.
3.
4.
Basic weight
Basic equipment
Variable load
Disposable load
5.
When are aircraft exceeding 5700 kg M.T.O.M. re-weighed (CAT and non CAT)?
6.
7.
Where are details given of the requirements for displaying nationally and
registration marks on aircraft?
8.
What details are given on the fireproof metal plate affixed near the main
entrance to an aircraft?
9.
Apart from the words EXIT and EMERGENCY EXIT, what other markings
must an exit have?
10.
11.
12.
13.
14.
15.
16.
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AIRCRAFT CERTIFICATION
JAR 66 Module 10
Aviation Legislation
CHAPTER 2
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