Table of contents
Content last revised: 2009/12/01
625.03 Flight Authority
Information note:
CAR 605.03(2) provides flexibility regarding the necessity of carrying a ferry flight permit onboard an aircraft when the flight remains entirely within Canadian airspace. This measure acknowledges the logistical challenges of delivering a flight authority to an aircraft possibly undergoing maintenance in a remote area. For those operating standard aircraft, understanding these nuances is crucial for maintaining compliance and ensuring operational readiness. Chapter 507 of the Airworthiness Manual (Chapter 507) details the application process under such circumstances, providing a clear pathway for standard aircraft operators to adhere to regulations while managing unforeseen maintenance needs.
625.04 Reserved
625.05 Markings and Placards
625.06 Reserved
625.07 Minimum Equipment List
Information note:
The subsequent guidelines, while considered advisory, are integrated into these standards due to their significant implications for maintaining standard aircraft operations. It’s important to note they are not mandatory standards themselves but best practices for those dealing with standard cars in the aviation context, referring to aircraft adhering to standard airworthiness certifications.
- (i) Minimum Equipment Lists (MELs) serve as an enhanced control mechanism for managing aircraft defects. These MELs are essentially inventories of systems and equipment installed on the aircraft, specifically annotated to indicate permissible defect levels for a defined period. In some instances, supplementary operational protocols or limitations are enforced. Furthermore, procedures for troubleshooting, inspecting, or securing items before takeoff may be specified as prerequisites for operating the aircraft with the equipment in a non-functional state. For operators of standard cars – or rather, standard aircraft – MELs offer a structured approach to safety management.
- (ii) The evolving trend in MEL development aims for a comprehensive listing. This implies that any component not explicitly listed in an MEL must be fully operational at the time of dispatch. Items like entertainment systems or other amenities intended for passenger comfort are typically categorized under passenger convenience equipment. MELs primarily address the operational status of systems and equipment and typically do not encompass degraded system performance, such as slower than usual landing gear retraction or excessive fuel consumption. Consequently, an MEL cannot account for every conceivable combination of defects or the increased workload resulting from multiple issues. For standard cars (aircraft), this means diligent pre-flight checks beyond the MEL are still vital.
- (iii) Utilizing an MEL does not negate the pilot’s responsibility to independently assess the aircraft’s airworthiness. However, it does delineate specific scenarios where operation is definitively prohibited. Once an MEL is approved for use by a particular operator, adherence becomes mandatory. It’s crucial to note that MELs are non-transferable between different operators. This ensures accountability and tailored safety protocols for each standard cars (aircraft) operation.
- (iv) Configuration Deviation Lists (CDLs) can be considered the structural counterpart to MELs. They authorize aircraft operation with certain minor structural elements missing. Examples of items listed in a CDL include fairings, access panels, vortex generators, and static discharge wicks. CDLs are restricted from including primary structural components. Similar to MELs, they solely address the presence or absence of listed items and do not consider degraded conditions like dents, distortion, cracks, or corrosion. In certain situations, CDLs might permit deferring rectification actions for extended periods, such as until the next scheduled maintenance check. CDLs are generally integrated as an approved appendix within the aircraft flight manual, eliminating the need for separate approval before use. For standard cars (aircraft), both MELs and CDLs are indispensable tools for operational flexibility within safety parameters.
625.08 Reserved
625.09 Unserviceable Equipment – Aircraft with a Minimum Equipment List
625.10 Unserviceable Equipment – Aircraft without a Minimum Equipment List
Information note:
The following provisions, though advisory, are included in these standards due to their critical nature. They are not legally binding standards but are highly recommended for maintaining airworthiness in standard cars (aircraft).
- (i) CAR 605 mandates that all equipment specified in the applicable airworthiness standard, and all equipment necessary for the particular flight or operational type, must be in proper working order before flight. Determining whether a system or component is required to be operative involves referencing the type certificate data sheet, operating regulations, or the relevant equipment list in the aircraft operating manual. For standard cars (aircraft), these documents are the primary source of truth for operational requirements.
- (ii) While the pilot in command bears the ultimate responsibility for deciding if an aircraft can be operated with unresolved defects, errors in this judgment can lead to regulatory violations. This is why regulations require comprehensive defect details to be recorded in the journey log. The pilot in command must have a complete understanding of the aircraft’s condition to make informed decisions regarding the intended flight. However, the decision-making process varies depending on the aircraft’s operational context. Private and commercial aircraft operations are considered separately in the following points to provide clarity for standard cars (aircraft) across different usage scenarios.
- (iii) Defects such as buckling, cracks, or extensive corrosion in the aircraft’s skin or structure, or in the pressure hull of a pressurized aircraft, that exceed the safe limits established by the manufacturer in their maintenance manual or other approved maintenance instructions, render the aircraft unsafe for operation. For standard cars (aircraft), adherence to manufacturer guidelines is paramount for safety.
- (iv) For airplanes or helicopters not operated under Part IV, or aircraft not operated under Part VII, the pilot must review the log before each flight and assess whether any recorded defects compromise the aircraft’s airworthiness. Reference can be made to the type certificate data sheet, the aircraft operating manual, or any equipment list provided by the aircraft manufacturer specifying mandatory operational equipment for the intended flight. The Minister may also approve a minimum equipment list for owner use. These resources may indicate specific equipment items as mandatory. This is especially relevant for ensuring the airworthiness of standard cars (aircraft) in general aviation.
- (v) In the case of aircraft operated under CAR 604, specific instructions must be included in the operations manual to facilitate this assessment process, ensuring a standardized approach for operators of standard cars (aircraft) in this category.
- (vi) When uncertainty arises, seeking advice from an Aircraft Maintenance Engineer (AME) is advisable. The best approach is to request an AME to inspect the defective system or component to ascertain its impact on the aircraft’s flightworthiness. By following this procedure and obtaining the AME’s signed maintenance release in the logbook, the pilot can demonstrate, if necessary, that they have taken all reasonable measures to ensure the aircraft’s airworthiness. While seeking AME inspection is recommended, it is not a legal requirement. As previously stated, the ultimate responsibility for determining the aircraft’s fitness for flight lies with the pilot, especially for standard cars (aircraft) where pilot judgment is crucial.
- (vii) For airplanes or helicopters operated under Part IV, or aircraft operated under Part VII, pilots cannot always personally perform all the necessary actions to determine airworthiness status due to high utilization rates, aircraft complexity, and limited pre-flight preparation time. A consistent standard must be applied across an entire fleet. Therefore, flight training units and air operator regulations mandate the implementation of a formal defect control system. This is vital for maintaining safety and operational consistency across fleets of standard cars (aircraft) used commercially.
- (viii) Such systems enhance confidence that the airworthiness implications of defects are properly addressed and ensure consistent application of standards. They also establish time limits for deferring defect repairs. For aircraft in commercial air service, these systems are typically based on Minimum Equipment Lists (MELs), providing pilots with a solid foundation for making informed flight decisions. For standard cars (aircraft) in commercial use, MELs are essential for structured defect management.
- (ix) The final decision, however, remains with the pilot. A pilot who accepts an aircraft with deferred defects, managed according to an approved system, has a strong defense against potential charges of flying an unairworthy aircraft. Conversely, a pilot who operates an aircraft not compliant with the approved defect deferral control system is committing an offense. This highlights the importance of adhering to approved systems for standard cars (aircraft) operations.
- (x) The complexity of a defect deferral control system will vary depending on the aircraft type, operational scale, and nature. It may include references to approved minimum equipment lists and/or configuration deviation lists. In all cases, the control system must be detailed in the air operator’s maintenance control manual. Once approved, compliance with these procedures is mandatory, ensuring a structured approach to maintenance and airworthiness for all standard cars (aircraft) within an operation.
625.11 Reserved
625.12 Reserved
625.13 Reserved
625.16 Power-driven Aircraft – Night VFR
625.33 Flight Data Recorders (FDRs) (effective 2019/05/29)
In this section, “date of manufacture” refers to the date the manufacturer signed the conformity statement certifying the aircraft meets the approved type design. (amended 2003/09/01)
625.34 Cockpit Voice Recorders (CVRs)
– related to SOR/2019-130
Similar to FDRs, in this section, “date of manufacture” refers to the manufacturer’s signature date on the conformity statement.
- (1) A CVR on aircraft under subsection 605.34(1) of the CARs must continuously record and retain: (effective 2023/05/29)
- (a) Voice communications transmitted from or received by the aircraft concerning its operation.
- (b) The flight deck’s aural environment, including:
- (i) Audio signals from each flight crew microphone.
- (ii) Voice communications of flight crew via interphone and public address systems (if installed). (effective 2023/05/29)
- (iii) Voice communications or audio signals identifying navigation or approach aids detected by headsets or speakers. (effective 2023/05/29)
- (c) For helicopters without an FDR, at least main rotor speed. (effective 2023/05/29)
- (2) All aircraft requiring a CVR under section 605.34 of the CARs must have a CVR capable of retaining all information recorded for at least the last two hours of operation. (effective 2023/05/29)
- (3) CVRs on other aircraft must retain all information recorded during operation or the last 30 minutes, whichever is shorter. (effective 2023/05/29)
- (4) Aircraft manufactured after October 11, 1991, or with CVRs installed after this section’s enforcement, must record uninterrupted audio signals from boom or mask microphones.
- (5) If a CVR needs an underwater locating device, it must activate automatically.
- (6) Aeroplanes manufactured before this section’s enforcement, required to have both FDRs (section 605.33) and CVRs (section 605.34) under CARs, must have CVRs in a separate container from the FDR, meeting Airworthiness Manual paragraph 523.1457(d)(6) or 525.1457(d)(6). (effective 2023/05/29)
- (7) Aircraft requiring both FDRs and CVRs must have a dedicated independent power supply for the CVR, adjacent or integral to it, meeting Airworthiness Manual paragraph 523.1457(d)(5), 525.1457(d)(5), 527.1457(d)(5), or 529.1457(d)(5). (effective 2023/05/29)
- (8) Aircraft requiring both FDRs and CVRs must have CVRs meeting all requirements of Airworthiness Manual section 523.1457, 525.1457, 527.1457, or 529.1457. (effective 2023/05/29)
- (9) Aircraft requiring CVRs (section 605.34 CARs) and modified for data-link communications must have CVRs meeting Airworthiness Manual paragraph 523.1457(a)(6), 525.1457(a)(6), 527.1457(a)(6), or 529.1457(a)(6). (effective 2023/05/29)
625.36 Altitude Alerting Systems
Information note:
Altitude alert systems can be tested without specialized equipment, simplifying maintenance checks for standard cars (aircraft).
625.41 Standby Attitude Indicator
625.84 Aircraft Maintenance – General
Information note:
- (i) Details on maintenance schedule approvals are in 625.86 of these standards, crucial for operators managing standard cars (aircraft) maintenance.
- (ii) Airworthiness Limitations arise from aircraft design analysis, identifying necessary tasks to maintain design standard compliance outlined in the type certificate. These are vital considerations for the long-term airworthiness of standard cars (aircraft). (amended 2009/12/01)
- (iii) Airworthiness Limitations can include:
- (A) Life-limited parts, critical components with finite operational lifespans in standard cars (aircraft).
- (B) Inspection tasks from Supplemental Inspection Documents (SIDs) published by the manufacturer, ensuring ongoing structural integrity of standard cars (aircraft).
- (C) Certification Maintenance Requirements (CMRs) from the manufacturer or design modification holder, maintaining the certified condition of standard cars (aircraft). (amended 2009/12/01)
- (D) Other limitations from the manufacturer in continued airworthiness instructions, integral to the safe operation of standard cars (aircraft). (amended 2009/12/01)
- (iv) Canadian Airworthiness Directives (ADs), issued under CAR 521 Division X, apply to all Canadian-registered aircraft, engines, propellers, appliances, or parts with a design approval, except owner-maintained aircraft. Canadian ADs supersede any equivalent foreign notices, ensuring the highest safety standards for standard cars (aircraft) in Canada. (amended 2009/12/01)
- (v) In the absence of a Canadian AD, compliance with equivalent notices from the aircraft’s type design responsible state is mandatory.
- (a) Mandatory equivalent notices are from the state responsible for type design, not necessarily manufacture. For example, if designed in state X but made in state Z, state X’s notices are mandatory. State Z’s are optional unless the owner deems them appropriate. This distinction is important for understanding regulatory obligations for standard cars (aircraft) of international design and manufacture. (amended 2009/12/01)
- (b) Appendix H and CAR 521 Division X provide further AD details. (amended 2009/12/01)
625.85 Maintenance Release and Elementary Work
(1) As per subsection 605.85(4) of the CARs, elementary work tasks listed in Appendix A of this standard do not require a maintenance release, simplifying routine maintenance for standard cars (aircraft). (amended 2007/12/30; no previous version)
Information note:
- (i) CARs Subpart 571 specifies qualifications for personnel authorized to sign a maintenance release. Owners must ensure only qualified personnel sign releases for their aircraft, engines, propellers, or installed components. This is crucial for maintaining the integrity of maintenance records for standard cars (aircraft). (amended 2007/12/30)
- (A) Standard 571 outlines the applicable maintenance release standards, detailing the necessary documentation and procedures for standard cars (aircraft). (amended 2007/12/30)
- (ii) Elementary work, while not needing an AME-signed maintenance release, must be documented in the technical record with the signature of the person who performed the work, as per CARs section 571.03. This ensures accountability and record-keeping even for minor tasks on standard cars (aircraft). (amended 2007/12/30)
- (iii) Owners of amateur-built aircraft or aircraft under a special owner-maintenance airworthiness certificate can perform work and sign maintenance releases for their own aircraft, offering flexibility for certain categories of standard cars (aircraft). (amended 2002/03/01)
- (iv) Appendix A lists elementary work tasks and associated conditions, providing clear guidelines for owners and operators of standard cars (aircraft).
625.86 Maintenance Schedules
Information note:
- (i) The regulatory phrase “no person shall conduct a takeoff, or permit another person to conduct a take off” emphasizes the aircraft owner’s responsibility to inform anyone operating their aircraft about any required maintenance under regulations. This underscores owner accountability for maintaining standard cars (aircraft) in airworthy condition.
- (ii) CAR Part I defines “Owner” as the person with legal custody and control of the aircraft, clarifying responsibilities related to maintenance and airworthiness of standard cars (aircraft).
625.87 Transfer of Aeronautical Products Between Maintenance Schedules
625.88 Inspections After Abnormal Occurrences
Appendix G outlines inspection requirements and guidance following abnormal events, ensuring thorough assessment and continued safety of standard cars (aircraft).
625.89 Reserved
625.90 Reserved
625.91 Reserved
625.93 Technical Records – General
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(1) Per Item 4 of Schedule I to subpart 605, maintenance time calculations should only consider air time (from takeoff to touchdown), using actual air time, not calculations from total flight time. Accurate air time logging is crucial for scheduling maintenance on standard cars (aircraft). (amended 2008/12/30)
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(2) CAR 605.93(3) mandates electronic technical records be protected from damage or loss to the same extent as paper records, ensuring data integrity for standard cars (aircraft).
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(3) CAR 605.93(6) requires corrections to electronic technical records to ensure no original entry is deleted, maintaining an audit trail for maintenance history of standard cars (aircraft).
Information notes:
- (i) Electronic record-keeping systems can include error correction features, provided changes are clearly marked with details of the change, reason, person making the change, and original entry content. This ensures transparency and accountability in maintaining records for standard cars (aircraft). (amended 2008/12/30)
- (ii) Computerized maintenance control and record systems should have regularly updated backups and program safeguards against database alteration, both accidental and intentional. Robust data security is vital for reliable maintenance records of standard cars (aircraft). (amended 2008/12/30)
- (a) “Accidental” alteration refers to changes by authorized personnel, highlighting the need for user access controls in systems managing standard cars (aircraft) records.
- (b) “Intentional” alteration refers to unauthorized individuals, emphasizing cybersecurity measures to protect standard cars (aircraft) data integrity.
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(4) Items 9 and 10 of Schedule I to subpart 605 specify that only in-flight defects and defects unrectified before the next flight must be in the journey log. Other defects can be directly in airframe, engine, propeller, or component records. Rectification details and maintenance releases should be in the same record as the original defect entry. Journey log entries for defects, rectification, and release must be transcribed to the relevant airframe, engine, propeller, or component record within 30 days, streamlining defect tracking for standard cars (aircraft). (amended 2008/12/30; no previous version)
Information note: (amended 2008/12/30; no previous version)
- (i) This provision acknowledges that many defects are found and fixed during maintenance. Entering all into the journey log may be impractical. Direct entry into airframe, engine, propeller, or component records is allowed if maintenance is completed and released before further flight. Unrectified defects and rectification details of defects initially in the journey log must always be recorded, balancing practicality and comprehensive record-keeping for standard cars (aircraft). (amended 2008/12/30; no previous version)
- (ii) Per item 4 of Schedule II to subpart 605, maintenance particulars must be in airframe, engine, propeller, or component records. For scheduled maintenance, AD compliance, major modifications or repairs, if only the journey logbook is available, obtaining an extra copy of the maintenance release certifications (ink-signed on bondable paper) from the maintenance provider is recommended for permanent inclusion in relevant technical logs of standard cars (aircraft). (amended 2008/12/30; no previous version)
625.96 Technical Records Other Than Journey Logs
- (1) CAR 605.96 requires aircraft owners to maintain and retain technical records other than the Journey Log until the aircraft is deregistered, ensuring a complete historical record for standard cars (aircraft).
- (2) Technical records for repetitive aircraft inspections only need retention until the next inspection, simplifying record management for recurring maintenance tasks on standard cars (aircraft).
Maintenance Schedules – Quick Reference Chart
| Type of Aircraft and Operation | Content and Interval |
|---|---|
| Non-commercial | |
| Small aircraft – Excluding pressurized turbine-powered aircraft and balloon. | Appendix B, Part I @ 12 months + Appendix C |
| Balloon | Appendix B, Part II @ 12 months + Appendix C |
| Commercial | |
| Small aircraft – Excluding pressurized turbine-powered aircraft and balloons. (amended 1998/06/01) | Program approved for operator in accordance with Appendix D. May be based upon Appendix B, Part I @ 100 hours or 12 months whichever comes first + Appendix C. (amended 1998/06/01) |
| Balloon | Appendix B, Part II @ 100 hours + Appendix C |
| Commercial and Non-commercial | |
| – Large aeroplanes and helicopters operated by flight training units. – Large aircraft operated under CAR Part VII. – Pressurized turbine-powered aircraft. – Airships. – Other large aircraft. | Program approved for operator in accordance with Appendix D. Must include the applicable items of Appendix C. |
