Standard 571 Appendixes A to M - Canadian Aviation Regulations (CARs)

Appendix A - Criteria for the Classification of Modifications and Repairs

Content last revised: 2002/06/01

(1) General

The following criteria outline a decision process for assessing the classification of a modification or repair.

Information Note:

For each issue it shall be determined whether the modification or repair to be accomplished could have other than a negligible effect on those characteristics contained in the definitions of "Major Modification" and "Major Repair", pursuant to section 571.06 of this standard. The following questions are answered with either a YES or NO response. A YES answer to any individual question indicates that the modification or repair shall be classified major.

(2) Criteria

• (a) Operating Limitations
• Does the modification or repair involve a revision in the operating limitations specified in the approved type design?
• (b) Structural Strength
  Information Note:
• The questions contained in this paragraph shall be applied to alterations of an airframe, engine, propeller, or component.
• Does the modification or repair alter:
  • (1) a principal component of the aircraft structure such as a frame, stringer, rib, spar, skin or rotor blade?
  • (2) a life-limited part or a structural element that is subject to a damage tolerance assessment or fail-safe evaluation?
  • (3) the strength or structural stiffness of a pressure vessel?
  • (4) the mass distribution in a structural element?
  • Information Note:
  • This might involve the installation of an item of mass that would necessitate a structural re-evaluation.
  • (5) a containment or restraint system intended for occupants or the storage of items of mass (e.g. cargo)?
  • (6) the structure of seats, harnesses, or their means of attachment?
• (c) Powerplant Operation
• Does the modification or repair:
  • (1) affect the power output or control qualities of the powerplant, engine, propeller, or their accessories?
  • (2) alter the approved operating limitations?
• (d) Performance and Flight Characteristics
• Does the modification or repair involve alterations that:
  • (1) significantly increase drag or exceed aerodynamic smoothness limits?
  • (2) significantly alter thrust or power output?
  • (3) affect stability or controllability?
  • (4) induce flutter or vibration?
  • (5) affect the stall characteristics?
• (e) Other Qualities Affecting Airworthiness
• Does the modification or repair:
  • (1) change the information on, or the location of, a placard required by the type design or an Airworthiness Directive?
  • (2) alter any information contained in the approved section of the aircraft flight manual or equivalent publication?
  • (3) affect the flight-crew's visibility or their ability to control the aircraft?
  • (4) affect egress from the aircraft?
  • (5) reduce the storage capacity of an oxygen system, or alter the oxygen rate of flow?
  • (6) affect flight controls or an autopilot?
  • (7) alter an electrical generation device, or the electrical distribution system between the generating source and either its primary distribution bus, or any other bus designated as an essential bus?
  • Information Note:
  • The electrical distribution system includes its associated control devices, and all its protection devices.
  • (8) reduce the storage capacity of the primary battery?
  • (9) affect a communication system required by the approved type design?
  • (10) affect instruments, or indicators that are installed as part of a system required by the approved type design?
• (f) Other Qualities Affecting Environmental Characteristics
• Does the modification or repair increase aircraft noise levels or emissions?
• (amended 2002/06/01)

Appendix B - Altimeter System Test and Inspection

Content last revised: 1996/10/10

The standards of airworthiness applicable to the performance of an altimeter or altimeter system test and inspection are:

• (a) For static pressure systems:
  • (1) the system is free from moisture or sources of restriction;
  • (2) the static port heater, if installed, is operative;
  • (3) there is no alteration or deformity of the airframe surface that would affect the relationship between air pressure in the static pressure system and true ambient static air pressure under any flight condition; and
  • (4) the leakage rate of the system shall not exceed the following tolerances:
    • (i) for unpressurized aircraft, where the static pressure system is evacuated to a pressure differential of approximately 1 inch of mercury, or to a reading on the altimeter 1000 feet above the aircraft elevation at the time of test, without additional vacuum applied for a period of 1 minute, the loss of indicated altitude must not exceed 100 feet on the altimeter.
    • (ii) for pressurised aircraft, where the static pressure system is evacuated until a pressure differential equivalent to the maximum cabin pressure differential for which the aircraft is type certified, without additional vacuum applied for a period of 1 minute, the loss of indicated altitude must not exceed 2 percent of the altitude equivalent to the maximum permitted cabin differential pressure, or 100 feet, whichever is greater.
• (b) For an altimeter:
  • (1) Test by an approved maintenance organization in accordance with the following. Unless otherwise specified, each test for performance may be conducted with the instrument subjected to vibration.
    • (i) Scale Error
    • With the barometric pressure scale at 29.92 inches of mercury, the altimeter shall be subjected successively to pressures corresponding to the altitude specified in Table I, up to the maximum normally expected operating altitude of the aircraft in which the altimeter is to be installed. The reduction in pressure shall be made at a rate not in excess of 20,000 feet per minute to within approximately 2,000 feet of the test point. The test point shall be approached at a rate compatible with the test equipment. The altimeter shall be kept at the pressure corresponding to each test point for at least one minute, but not more than ten minutes, before a reading is taken. The error at all test points must not exceed the tolerances specified in Table I.
    • (ii) Hysteresis
    • The hysteresis test shall begin not more than 15 minutes after the altimeter's initial exposure to the pressure corresponding to the upper limit of the scale error test prescribed in subparagraph (i); and while the altimeter is at this pressure the hysteresis test shall commence. Pressure shall be increased at a rate simulating a descent in altitude at the rate of 5,000 to 20,000 feet per minute until within 3,000 feet of the first test point (50 percent of maximum altitude). The test point shall then be approached at a rate of approximately 3,000 feet per minute. The altimeter shall be kept at this pressure for at least 5 minutes, but not more than 15 minutes, before the test reading is taken. After the reading has been taken, the pressure shall be increased further, in the same manner as before, until the pressure corresponding to the second test point (40 percent of maximum altitude) is reached. The altimeter shall be kept at this pressure for at least one minute, but not more than 10 minutes, before the test reading is taken. After the reading has been taken, the pressure shall be increased further, in the same manner as before, until atmospheric pressure is reached. The reading of the altimeter at either of the two test points shall not differ by more than the tolerance specified in Table II, from the reading of the altimeter for corresponding altitude recorded during the scale error test prescribed in subparagraph (i).
    • (iii) After Effect
    • Not more than 5 minutes after the completion of the hysteresis test prescribed in subparagraph (ii), the reading of the altimeter (corrected for any change in atmospheric pressure) shall not differ from the original atmospheric pressure reading by more than the tolerance specified in Table II.
    • (iv) Friction
    • The altimeter shall be subjected to a steady rate of decrease of pressure approximating 750 feet per minute. At each altitude listed in Table III, the change in reading of the points after vibration shall not exceed the corresponding tolerance specified in Table III.
    • (v) Case Leak
    • The leakage of the altimeter case, when the pressure within the case corresponds to an altitude of 18,000 feet, shall not change the altimeter reading by more than the tolerance shown in Table II, during an interval of one minute.
    • (vi) Barometric Scale Error
    • At constant atmospheric pressure, the barometric pressure scale shall be set at each of the pressures (falling within its range of adjustment) that are listed in Table IV, and shall cause the pointer to indicate the equivalent altitude difference shown in Table IV, with a tolerance of 25 feet.
  • (2) Altimeters which are of the air data computer type with associated computing systems, or which incorporate internally air data correction, shall be tested and inspected in parts or by major components to specifications developed by the manufacturer.
• (c) Records
• Comply with Subpart 571 of the CARs as to content, form, and disposition of records. The person performing the altimeter tests shall record on the altimeter the date and maximum altitude to which the altimeter has been tested and the person signing the maintenance release shall enter that data in the aircraft record.

Table I - Altitude Equivalent Pressure Tolerance

Table II - Test Tolerance

(amended 2007/12/30)

Table III - Altitude Tolerance

Table IV - Pressure Altitude Difference

Appendix C - Aircraft Weight and Balance Control

refer to paragraph 605.92(1)(c) of the CARs)
(amended 2002/09/01)

(1) Weight and Balance Reports

• (a) The empty weight of an aircraft stated in a weight and balance report shall include all items required by the basis of the aircraft type certification, and all additional items of installed equipment. Any item not forming part of the type design shall be entered in an equipment list with its associated weight and moment. This list constitutes a part of the weight and balance report.
• (b) Weight and Balance reports shall be certified by signing a maintenance release.

(2) Amendments to Weight and Balance

(amended 2002/09/01)

• (a) Following a modification or a major repair that involves a change to the empty weight or centre of gravity of an aircraft, the person who made the change shall make an entry into the journey log or approved alternative system as soon as practicable after the change but, at the latest, before the next flight, which shall include:
  (amended 2007/12/30)
  • (i) a description of the change;
  • (amended 2002/09/01)
  • (ii) the effective date of the change; and
  • (iii) the weight and moment arm of each item installed or removed.
    (amended 2002/09/01)
• (b) Subject to the requirements of section (1), the particulars in respect of changes to the empty weight or centre of gravity shall be transcribed in the empty weight and balance report, or, if an approved fleet empty weight and balance control program is in effect, in the empty weight and balance data for the aircraft, in accordance with the requirements applicable to the transfer of data from the journey log, set out in section 605.96 of the CARs.
  (amended 2002/09/01)
  
  Information Notes:
  (amended 2002/09/01)
  • (i) Paragraph (2)(a) above allows for the temporary removal of aircraft equipment for repair, or incorporation of a modification or repair, without the need to immediately amend the empty weight and balance report.
  • (ii) When the pertinent changes are transcribed from the journey log, pursuant to paragraph (2)(b), the amended empty weight and balance report will indicate the actual empty weight, as stated in section (1) of this appendix.
  • (iii) Pursuant to section 605.85 of the CARs, a maintenance release is to be signed in respect of the maintenance performed, when applicable.
• (c) Following any change to installed equipment, the weight and balance report equipment list shall be amended to reflect the change.
  (amended 2007/12/30)

(3) Aircraft Having Alternative Configurations

• (a) Where an aircraft is likely to be operated in two or more different configurations, a separate weight and balance report addendum for each configuration may be used to meet the requirements of section (2), provided that each addendum:
  (amended 2002/09/01)
  • (i) contains a supplementary list which clearly shows the differences from the basic aircraft configuration;
  • (ii) includes the empty weight and center of gravity for the applicable configuration; and
  • (iii) is clearly identified with respect to the aircraft configuration to which it applies.
• (b) For each change of configuration to which a change of aircraft weight and balance addendum applies, the currently applicable addendum shall be identified in the aircraft journey log.

Appendix D - Field Repair of Aircraft Propellers

Content last revised: 2007/12/30

(amended 2007/12/30)

1. Blade Repairs

(amended 2007/12/30)

All repairs shall be made in accordance with the manufacturer's recommendations. This section provides guidance on the field repair of propeller blades where manufacturer's repair manuals do not specify the level of work which can be performed in the field.

In cases of conflict, the current manufacturer's recommended repair practices shall take precedence. As a general guide, permissible field repairs are restricted to the following:

• (a) Wooden Propellers

• Small cracks that are parallel to the grain can be filled with glue, and sanded flush with the propeller surface. Dents or scars can be filled with a mixture of glue and fine sawdust provided that they are surface defects only (i.e. no more than 5 per cent of blade thickness).
  (amended 2007/12/30)
• Narrow slivers of up to 1/8 inch wide broken from the trailing edge can be repaired by sandpapering a new edge, removing the least amount of material necessary to achieve a smooth contour. Both blades shall be altered by the same amount.
• Following repair the propeller shall be re-protected with an even coat of varnish. These repairs add nothing to the strength of the propeller. They are intended to preserve the aerodynamic shape and prevent the ingress of moisture. Any repairs other than those described are beyond the scope of the AME in the field.

• (b) Aluminum-alloy Propellers

• Information Note:
• The most common error in blade repairs is failure to remove sufficient material. This can lead to the damage being blended out over too small an area, causing unacceptably high local stress concentrations. In the worst cases the original fatigue crack may still be present after blending, being concealed by the smearing action of the blending file.
  (amended 2007/12/30)
• Correct repair procedure involves not only the removal of all damage, but also the elimination of local stress concentrations. When this has been achieved, the finished repair is assessed against the blade repair limits to determine if the blade may remain in service. Field repair limits for aluminum-alloy blades are illustrated in figure 1 of this appendix.
• Aluminum-alloy propeller blades with dents, scratches, nicks, leading-edge pitting, etc., can be repaired as described below unless contrary to manufacturer's recommendations. Multiple repairs can be made provided their location with respect to each other is not such as to form a continuous line across the blade. Sharp riffler or fine-cut files can be used for removing material. The use of blunt or worn files to blend out nicks will smear metal into cracks, rendering them difficult to detect. Finally, the area should be smoothed with fine crocus cloth.
  (amended 2007/12/30)
• Blend out nicks, scars, cuts, lightning burns, etc. on the leading edge of aluminum-alloy blades as shown in figure 2 of this appendix. The finished repair must be blended over a distance at least 10 times the depth of damage. In addition to blending the planform, care should be taken to restore the original cross-sectional profile.
  (amended 2007/12/30)
• Blades with the leading edges pitted from normal wear in service can be reworked by removing sufficient material to eliminate the pitting. In this case, remove the metal by starting well back from the edge, as shown in figure 3 of this appendix, and working forward over the edge in such a way that the contour will remain substantially the same, avoiding abrupt changes in contour or blunt edges. Trailing edges of blades can be treated in a similar manner.
• On the thrust and camber faces of blades, remove the metal around any dents, scratches, cracks and burns to form shallow saucer-shaped depressions as shown in figure 4 of this appendix. Take care to remove the deepest point of the damage. If, prior to commencement of the work, two lines are drawn on the blade with a soft crayon or marker, in such a way that they intersect at the deepest point, this will assist in locating the point as the work progresses. (Do not use a lead pencil for this purpose, as it can cause corrosion due to electrolytic action).
• As indicated in the example, the finished repair should have its longest axis in a spanwise direction (root to tip) irrespective of the alignment of the original damage. The reworked area must extend over a distance of at least 10 times the depth in a chordwise direction, and 30 times the depth in a spanwise direction.
  (amended 2007/12/30)
• When the treatment of defects on a blade tip necessitates shortening of the blade, each blade on the propeller shall be shortened by the same amount. The use of a template will assist in keeping the planform of each blade identical. Remove sufficient material from the cambered face of the blade to maintain the original shape of the blade cross-section. Take care not to reduce the blade diameter below the minimum permitted for the particular installation. On certain installations, no reduction is permitted; however, the maximum reduction in blade length is normally 2%. Details of any change in blade diameter must be entered in the leading particulars section in the front of the propeller log.
• On completion of the blending out of any damage, inspect the area with a x5 or x10 magnifying glass. If certain that no cracks remain, remove a further .002" by polishing with fine crocus paper as an additional stress relieving measure. In the case of lightning burns, remove .020" to ensure that no heat damaged material remains. (Some manufacturers can also specify a local hardness check following lightning strike).
• The finished repair can then be checked by depth gauge or callipers to ensure that the final dimensions are within limits. The maximum field repair limits are specified in figure 1 of this appendix, which applies provided that the minimum approved blade dimensions are observed.
• As indicated in figure 1 of this appendix, more material can be removed near the tip than near the root, as the forces acting on the blade are lower in this area. It should not be assumed, however, that repairs near the tip are not critical. In fact, the majority of failures take place in the outer portion of the blade. Great care must be taken to remove stress raisers at any point on the blade.
  (amended 2007/12/30)
• Finally, the entire area shall be subjected to a close examination for cracks prior to the application of protective coating. The use of an etch and penetrant dye process, to detect residual cracks following blending out of damage, is strongly recommended. No straightening of bent blades, welding, or heat treatment, is permitted in the field. If it should be necessary to straighten a propeller to facilitate its packing for return to an approved overhaul organization, an accurate drawing of the bend prior to straightening shall accompany the propeller. No peening is permitted, except where specifically recommended by the manufacturer. The flattening of rough areas by rolling or peening is prohibited under all circumstances.

• (c) Steel And Composite Propeller Blades

• Information Note:
• No general comments can be made about the repair of steel or composite blades, as repair schemes vary widely.
• All repairs are to be carried out in accordance with the propeller manufacturer's recommendations or methods.
  (amended 2007/12/30)

2. Field Repair Standards Aluminum Blades

(amended 2007/12/30)

The field repair limits shown below can be applied, provided the tolerances of the appropriate blade specification are not exceeded. Repairs which exceed these limits may only be performed by an approved propeller overhaul organization.
(amended 2007/12/30)

• Figure 1 - Field Repair Limits
  
• Figure 2 - Local Rework Face or Edge
  
• Figure 3 - Rework-Leading Edge
  
• Figure 4 - Rework Blade Face
  

Appendix E - Inspection of Aircraft Wooden Components

Content last revised: 1996/10/10

(1) Preamble

Experience has shown that in addition to the normal routine maintenance inspections, all aircraft which have wooden components in their primary structure require very thorough repetitive inspections, especially of the glued joints, to determine continuing structural soundness.

While excessive moisture has been the cause of both glued joint failures and delamination of plywood, another factor to be considered is the deterioration of the structure with time. Tests have shown that even in well maintained and properly stored components, the loss of linear strength of a glued joint can amount to 60% in ten years' time.

Fungi may, under conditions that favour their growth, attack the wood resulting in a condition designated as decay. Decay can occur at temperatures that favour growth of plant life in general. Serious decay occurs only when the moisture content of the wood is above the fibre saturation point (average 30 percent). These conditions are particularly prevalent in the South-eastern United States but may also be encountered in Canada. Only when previously dried wood is contacted by water, such as provided by rain, condensation, or contact with wet ground, will the fibre saturation point be reached. The water vapour in humid air alone will not wet wood sufficiently to support significant decay, but it will permit development of some mould. If excessive moisture is not allowed to enter the wood fibres, there is virtually no limit to the components' structural life expectancy.

(2) Methods

Unless otherwise specified by the manufacturer of the aeronautical product, the following standards of airworthiness apply to the inspection of wooden components:

(2.1) Exterior Surface Inspection

• (a) Inspect the entire exterior surface of the component (wing, fuselage, tail, etc.) for the following characteristics:
  • (i) Signs which indicate that the wood immediately below the fabric is soft or contains excessive moisture (i.e swollen). Soft wood may be located and/or confirmed by depressing the components surface in the vicinity of the area in question with a rounded, blunt instrument and comparing its hardness with that of good wood. Note that the areas being compared must have identical substructure.
  • (ii) Signs which indicate that the fabric/paint is delaminating from the wood surface (bubbles, discoloration, boils, soft spots and other surface flaws).
  • (iii) Cracks or breaks in the paint. Water is prevented from entering the component by the fabric/paint barrier. Any cracks in this barrier, no matter how small, may comprise its ability to prevent water from entering the wood.
  • (iv) Exterior damage which would allow water to penetrate the fabric/paint barrier and enter the wood.
  • The surface features described in (i), (ii), and (iv) can be accentuated by illuminating the surface with a light source placed at a shallow angle.
  • The following technique can be used by an experienced person to detect soft and/or decayed wood in the wing spars. Tap the wing directly above and below both spars with a small rounded, blunt instrument, approximately the size of a small pocket knife. Start at the outboard end and work inboard, listening to the sound generated by the wing. The sound quality will change slowly. If the change in sound is abrupt, the wood directly below the surface may have decay.
  • The above method can also be adapted to check other components for decay.
• (b) Mark the areas which have the characteristics described in paragraph 2.1(a) of this appendix, and refer to subsection 2.3 of this appendix for additional inspection procedures.

(2.2) Internal Inspection

• (a) Remove all inspection/access covers.
• (b) Using a flashlight and a mirror, inspect the entire interior of the component for the following problems:
  • (i) wood decay;
  • (ii) water stains on wood or covering;
  • (iii) pooled dust/dirt which may indicate evidence of previous standing water;
  • (iv) rust or corrosion on metallic surfaces;
  • (v) detectable moisture.
• (c) Make note of any areas which have the characteristics described in paragraph 2.2(b) of this appendix, and refer to subsection 2.3 of this appendix for additional inspection procedures.
• (d) Be certain that all drain holes are completely open and free of burrs and/or pieces of fabric which would cause water to be retained.

(2.3) Moisture Test and Probing Inspection

• (a) If the inspection described in subsections 2.1 and 2.2 identify any questionable areas, continue the progressive inspection by testing these areas per the following procedures:
  • (i) Test for soft/decayed wood with sharp probe.
  • (ii) Test for moisture content using suitable resistance type moisture meter (model G-2, Delmhorst Instrument Company, Boonton, New Jersey, or equivalent).
    
    The probing inspection is designed to identify wood by penetrating it with a sharp object such as an awl or sharp pocket knife. You can "calibrate" the probe instrument yourself by testing known good wood of a quality equal to that used in the component. Note that the airframe is constructed with several different kinds of woods, each of which have a noticeably different hardness.
• (b) If, during the inspection of a component, you suspect that the structure has decay close to the surface, you can remove a small plug of the wing skin (1/16 inch thick or 1/8 inch thick) to probe inspect the structure material directly. Sharpen a 1/4 inch drill bit so that its point angle is very flat and provide it with a stop which prevents it from penetrating to a depth greater than the thickness of the skin; test the drill bit on a separate piece of plywood to ensure that it cuts clean and penetrates the proper amount. If the probing inspection indicates good wood, the plug must be replaced using standard repair procedures.
• (c) If the inspection described in subparagraph 2.1(a)(iii) gives you reason to suspect that there may be decay in a fuel tank area, a more thorough inspection can be conducted by removing fuel tank covers.
• (d) If moisture content is below 15% and the wood is solid as determined by probing, the structure is considered airworthy. If moisture content is 15% or above and the wood is solid as determined by probing, the structure is still considered airworthy but repetitive inspections of suspected areas are required every 15 days until moisture content is below 15%. Moisture content will decrease provided no additional water is allowed to enter wood fibres. The drying process can be assisted by directing warm, dry air over the entire suspected area, taking moisture readings daily; do not allow the moisture content to go below 10%. All deficiencies which would allow water to come in contact with wood fibres shall be corrected prior to exposing the aircraft to high moisture conditions.
• (e) If probing indicates soft or decayed wood, the affected structural members shall be replaced. The repairs can be accomplished with reference to the following documents:
  • (i) FAA AC 43.13-1: Department of Transportation, Federal Aviation Agency, 1972, Acceptable Methods, Techniques and Practices - Aircraft Inspection and Repair; available from:
    Superintendent of Documents
    U.S. Government Printing Office
    Washington, D.C.,
    U.S.A. 20402
     
  • (ii) ANC-18: Munitions Board Aircraft Committee, June 1951, Design of Wood Aircraft Structures, Chapter 4 - Detail Structural Design; available from:
    USA Naval Depot
    5801 Tabor Avenue
    Philadelphia, PA.,
    U.S.A. 19120
     
  • (iii) Designer or Kit Manufacturer drawings and repair schemes.

Appendix F - ATC Transponder Performance Tests

Content last revised: 2007/12/30

The performance of Air Traffic Control (ATC) transponders can be tested using either a bench check or portable test equipment and shall meet the standards of airworthiness requirements elaborated in relation to section 571.02 of the CARs and listed in paragraphs (a) through (k) of this appendix. The test required by paragraph (k) is a system integration test to verify the accuracy of the data transmitted by the system as a whole, and as such shall be conducted on the aircraft. In order to prevent interference with the Air Traffic Control Radar Beacon System (ATCRBS) and airborne aircraft equipped with TCAS, portable test equipment shall be used with the appropriate precautions and operated at a rate of 235 interrogations per second. An additional 3 decibel (dB) loss is allowed to compensate for antenna coupling errors during receiver sensitivity measurements conducted in accordance with subsection (c)(1) when using portable equipment.
(amended 2007/12/30)

Information Notes:
(amended 2007/12/30)

• (i) Interference prevention can be accomplished by antenna shielding, direct coupling of aircraft transponder antenna to test set, or the use of anechoic enclosures away from other aircraft or reflective obstructions.
• (amended 2007/12/30)
• (ii) For definition of classes of transponders refer to the US FAA's Technical Standard Order (TSO-C112) entitled "Air Traffic Control Radar Beacon System/Mode Select (ATCRBS/Mode S) Airborne Equipment".
• (amended 2007/12/30)

(a) Radio Reply Frequency

• (1) For all classes of ATCRBS transponders, interrogate the transponder and verify that the reply frequency is 1090 ±3 Megahertz (MHz).
• (2) For 1B, 2B and 3B Mode S transponders, interrogate the transponder and verify that the reply frequency is 1090 ±3 MHz.
• (3) For class 1B, 2B and 3B Mode S transponders that incorporate the optional 1090 ±1 MHz reply frequency, interrogate the transponder and verify that the reply frequency is correct.
• (4) For class 1A, 2A, 3A, and 4 Mode S transponders, interrogate the transponder and verify that the reply frequency is 1090 ±1 Mhz.

(b) Suppression

• (1) When class 1B and 2B ATCRBS transponders, or class 1B, 2B and 3B Mode S transponders are interrogated on Mode 3/A at an interrogation rate between 230 and 1,000 interrogations per second; or when class 1A and 2A ATCRBS transponders or class 1B, 2A, 3A and 4 Mode S transponders are interrogated at a rate between 230 and 1,200 Mode 3/A interrogations per second:
  • (i) Verify that the transponder does not respond to more than 1 percent of the interrogations when the amplitude of P2 pulse is equal to P1 pulse; and,
  • (ii) Verify that the transponder replies to at least 90 percent of the ATCRBS interrogations when the amplitude of the P2 pulse is 9 dB less than the P1 pulse. If the test is conducted with a radiated test signal, the interrogation rate shall be 235 ±5 interrogations per second unless a higher rate has been approved for the test equipment used at that location.

(c) Receiver Sensitivity

• (1) Verify that for any class of ATCRBS transponder, the receiver minimum triggering level (MTL) of the system is - 73 ±4 dbm, or that for any class of Mode S transponder, the receiver MTL for Mode S format (P6 type) interrogations is -74 ±3 dbm by use of a test set that is:
  (amended 2007/12/30)
  • (i) connected to the antenna end of the transmission line;
  • (ii) connected to the antenna terminal of the transponder with a correction for transmission line loss; or
  • (iii) utilising a radiated signal.
• (2) Verify that the difference in Mode 3/A and Mode C receiver sensitivity does not exceed 1 dbm for either any class of ATCRBS transponder or any class of Mode S transponder.

(d) Radio Frequency (RF) Peak Output Power

Information Note:

The maximum transmitter power output measured at the terminal of the antenna corresponds to the standard specified in TSO-C74c and RTCA/DO-181C Document related to the Minimum Operational Performance Standards for air traffic control radar beacon system.
(amended 2007/12/30)

• (1) Verify that the transponder RF output power is within specifications for the class of transponder. Apply the same conditions as described in paragraph (c)(1) above.
  (amended 2007/12/30)
  • (i) For class 1A and 2A ATCRBS transponders, verify that the minimum RF peak output power is at least 21.0 dbw (125 watts).
  • (ii) For class 1B and 2B ATCRBS transponders, verify that the minimum RF peak output power is at least 18.5 dbw (70 watts).
  • (iii) For class 1A, 2A, 3A, 4 and class 1B, 2B and 3B Mode S transponders that include the optional high RF peak output power, verify that the minimum RF peak output power is at least 21.0 dbw (125 watts).
  • (iv) For class 1B, 2B and 3B Mode S transponders, verify that the minimum RF peak output power is at least 18.5 dbw (70 watts).
  • (v) For any class of ATCRBS or any class of Mode S transponders, verify that the maximum RF peak output power does not exceed 27.0 dbw (500 watts).

(e) Mode S Diversity Transmission Channel Isolation

Information Note:

The tests specified in paragraphs (e) through (j) apply exclusively to Mode S transponders.
(amended 2007/12/30)

For any class of Mode S transponder that incorporates diversity operation, verify that the RF peak output power transmitted from the selected antenna exceeds the power transmitted from the nonselected antenna by at least 20 dB.

(f) Mode S Address

Interrogate the Mode S transponder and verify that it replies only to its assigned address. Use the correct address and at least two incorrect addresses. The interrogations shall be made at a nominal rate of 50 interrogations per second.

(g) Mode S Formats

Interrogate the Mode S transponder with uplink formats (UF) for which it is equipped and verify that the replies are made in the correct format. Use the surveillance formats UF=4 and 5. Verify that the altitude reported in the replies to UF=4 are the same as that reported in a valid ATCRBS Mode C reply. Verify that the identity reported in the replies to UF=5 are the same as that reported in a valid ATCRBS Mode 3/A reply. If the transponder is so equipped, use the communications formats UF=20, 21 and 24.

(h) Mode S All-call Interrogations

Interrogate the Mode S transponder with the Mode S-only all-call format UF=11 and the ATCRBS/Mode S all-call formats (1.6 microsecond P4 pulse) and verify that the correct address and capability are reported in the replies (downlink format DF=11).

(i) ATCRBS-only All-call Interrogation

Interrogate the Mode S transponder with the ATCRBS-only all-call interrogation (0.8 microsecond P4 pulse) and verify that no reply is generated.

(j) Squitter

Verify that the Mode S transponder generates a correct squitter approximately once per second.

(k) Integration Test

• (1) The integration of the automatic pressure altitude reporting and ATC transponder systems shall be inspected and tested in accordance with the following procedures:
• (amended 2007/12/30)
  • (i) The altimeter shall be adjusted to a setting of 1013.2 millibars (29.92 inches of mercury) for altitudes from sea level to the maximum certified altitude of the aircraft,
  • (ii) Measure the automatic pressure altitude at the output of the installed ATC transponder when interrogated on mode C at sufficient altitude levels up to the certified altitude of the aircraft. The following altitude levels will exercise all pulse positions up to 50,000 feet:
    • (A) 500',
    • (B) 1,300',
    • (C) 2,700',
    • (D) 10,000',
    • (E) 14,800',
    • (amended 2000/12/01)
    • (F) 30,800'. The difference between the automatic reporting output and the altitude displayed on the aircraft altimeter shall not exceed 125 feet.
• (2) Whenever an error is reported in the altitude reporting data, or when maintenance is performed on the system that could introduce a correlation error, the integration test shall be performed.
  (amended 2007/12/30)
• (3) Subject to subsection (2), when the maintenance performed consists of the installation of a line replaceable unit (LRU) and the installed LRU is a known airworthy part, the integration test need not be accomplished  if an operational test is carried out prior to flight.
  (amended 2007/12/30)

Appendix G - Maintenance of Emergency Locator Transmitters (ELTs)

(effective 2019/08/01)

Introduction

The following are the standards of airworthiness for ELTs:

• (1) Operational Test: ELTs capable of transmitting on the 121.5 MHz frequency

  Information note:

  • (i) ELT operational tests only provide the aircraft operator with an indication that the ELT is transmitting; however, a positive result cannot be interpreted as meaning that the ELT meets all operational parameters.
  • (ii) Pursuant to subsection 605.40(2) of the Canadian Aviation Regulations, the operational tests shall only be conducted during the first five minutes of any UTC (coordinated universal time) hour, and restricted in duration to not more than five seconds.
  • (a) Operational tests shall be conducted as follows:
    • (i) tune the aircraft or other VHF receiver in the area to 121.5 MHz frequency;
    • (ii) activate the ELT for not more than five seconds, while monitoring the VHF receiver. Approximately three ELT audio sweeps are to be heard;
    • (iii) reset the ELT to ARM or AUTO, as applicable, and continue to listen to 121.5 MHz for a few seconds to ensure that the ELT does not continue to transmit after the test is terminated.
• (2) Performance Testing: ELTs capable of transmitting on the 121.5 MHz frequency

  Information note:

  • (i) Performance testing is conducted in the active transmission mode of the ELT and should be carried out in a suitable RF shielded environment. Shielded boxes with a provision to also incorporate the test equipment, or feeders to it, are available for this purpose.
  • (ii) Attaching a non-radiating load to the ELT output will not necessarily prevent signal reception as the signal may be transmitted directly through the interface to the dummy load or from the ELT enclosure itself.
  • (a) for ELTs powered by non-water-activated batteries, the performance test shall be performed using the ELT's own battery.
  • (b) as a minimum, the performance test for ELTs powered by non-water-activated batteries shall include:
    • (i) an inspection of the ELT (elements could include inspecting the case, connector, physical damage, fluid contamination, corrosion, etc.);
    • (ii) the measured peak power after 3 minutes of operation;
    • (iii) the measured frequency after 3 minutes of operation;
    • (iv) the audio modulation, which shall be recognizable as a typical ELT signal, and shall meet the specifications of the ELT manufacturer;
    • (v) the measured current draw in the "Arm" or "Auto" position, and in the "On" position as specified by the ELT manufacturer; and
    • (vi) a test of the automatic activation system.
  • (c) For ELTs powered by water-activated batteries, the applicable performance test elements are outlined in section (b) above, items (i) to (v) inclusively.
  • (d) Following satisfactory completion of a performance test, the date on which the test was performed shall be marked on the external casing in a legible and permanent manner.
• (3) Operational Test: ELTs capable of transmitting on the 406 and 121.5 MHz frequencies:

  Information note:

  • (i) Live testing of the 406 MHz transmission is not permitted at any time, but there is no restriction on performing the self-test transmission. However, the 121.5 MHz test transmission is not formatted or modulated to be identified as a test transmission, therefore if the self-test transmission activates the 121.5 MHz transmission, pursuant to subsection 605.40(2) of the Canadian Aviation Regulations, the test shall only be conducted during the first five minutes of any UTC (coordinated universal time) hour, and restricted in duration to not more than five seconds.
  • (ii) ELTs that do transmit on 406 MHz during self-test must comply with COSPAS-SARSAT requirements in that the 406 MHz transmission will be a single burst that has a specific digital frame synchronization that is recognized by the COSPAS-SARSAT system as being a test message and will therefore not be processed as a real alert. Before conducting any test, it is advised that the functionality of a particular ELT during self-test is confirmed from the manufacturer’s data.
  • (iii) Care must be taken to initiate the ELT self-test only as prescribed by the ELT manufacturer, as there may not be a control switch position explicitly identified as ‘TEST.’ The test sequence may, in some cases, be initiated by a specific timing and sequence of the ‘ON’ and ‘OFF’ controls.
  • (a) Operational tests shall be conducted as follows:
    • (i) initiate the ELT self-test only as prescribed by the ELT manufacturer;
    • (ii) verify that the light or series of lights on the ELT and, where applicable, the control panel, which may be accompanied by an aural alert, indicate proper functionality of the transmitters;
    • (iii) verify proper aircraft 24-bit address; and
    • (iv) if the self-test function activates the 121.5 MHz transmission, during the operational test:
      • (A) tune the aircraft or other VHF receiver in the area to 121.5 MHz;
      • (B) monitor the VHF receiver; ensure that ELT audio sweeps are to be heard; and
      • (C) reset the ELT to ARM or AUTO, as applicable as per the manufacturer’s instructions, and continue to listen to the 121.5 MHz signal for a few seconds to ensure that the ELT does not continue to transmit after the test terminates.
• (4) Performance Test: ELTs capable of transmitting on the 406 and 121.5 MHz frequencies:

  Information note:

  • (i) Performance testing is conducted in the active transmission mode of the ELT (i.e. not self-test mode) and should only be carried out in a suitable RF shielded environment. Shielded boxes with a provision to also incorporate the test equipment, or feeders to it, are available for this purpose.
  • (ii) Attaching a non-radiating load to the ELT output will not necessarily prevent signal reception at the satellite as the signal may be transmitted directly through the interface to the dummy load or from the ELT enclosure itself.
  • (a) For ELTs powered by non-water-activated batteries, the performance test shall be performed using the ELT’s own battery, in accordance with the manufacturer’s instructions.
  • (b) As a minimum, the performance test for ELTs powered by non-water-activated batteries shall include:
    • (i) an inspection of the ELT (elements could include inspecting the case, connector, physical damage, fluid contamination, corrosion, etc.);
    • (ii) the measured peak power of the 406 MHz and 121.5 MHz transmissions, in accordance with the manufacturer’s instructions;
    • (iii) the measured frequencies of the 406 MHz and 121.5 MHz transmissions, in accordance with the manufacturer’s instructions;
    • (iv) verification of 406 MHz digital message (i.e. identification and position);
    • (v) the 121.5 MHz audio modulation, which shall be recognizable as a typical ELT signal, and meet the specifications of the ELT manufacturer;
    • (vi) the measured current draw, as specified by the ELT manufacturer; and
    • (vii) a test of the automatic activation system, in accordance with the manufacturer’s instructions;
  • (c) For ELTs powered by water-activated batteries, the applicable performance test elements are outlined in paragraph (b) above, subparagraphs (i) to (vi) inclusively.
  • (d) Following the satisfactory completion of a performance test, the date on which the test was performed shall be marked on the external casing in a legible and permanent manner.
• (5) Battery Maintenance: ELTs capable of broadcasting on 121.5 MHz and ELTs capable of broadcasting on the 406 and 121.5 MHz frequencies
  • (a) Batteries shall be maintained in accordance with the manufacturer’s instructions.
  • (b) Battery Replacement
    • (i) Non-rechargeable batteries shall be replaced
      • (A) after use of the ELT in an emergency;
      • (B) after an inadvertent activation of unknown duration;
      • (C) when the cumulative time of all known transmissions exceeds one hour; or
      • (D) on or before the battery replacement date.
    • (ii) Batteries specified in the approved type design of the ELT or which have been approved for use for the particular ELT type shall be used.
    • (iii) An inspection of the battery shall be conducted (elements could include inspecting the case, connector, physical damage, fluid contamination, corrosion, etc.)
    • (iv) ELT batteries shall be installed in accordance with the ELT manufacturer’s instructions.
    • (v) Following each battery replacement, the date when the next replacement prescribed maintenance becomes due shall be marked in a legible and permanent manner on the external casing of the ELT and, where the ELT is installed on a life raft, on the outside of the life raft.
    • (vi) An operational test of the ELT shall be performed following a battery replacement.
  • (c) Battery Recharging
    • (i) Rechargeable batteries shall be recharged:
      • (A) immediately before the ELT is installed in an aircraft;
      • (B) after use in an emergency;
      • (C) after an inadvertent activation of unknown duration;
      • (D) at the time intervals specified by the ELT manufacturer; or
      • (E) when the cumulative time of all known transmissions exceeds one hour.
  • (d) The date when the next prescribed maintenance becomes due shall be marked in a legible and permanent manner on the external casing of the ELT and, where the ELT is installed on a life raft, on the outside of the life raft.
  • (e) An operational test of the ELT shall be performed following a battery replacement or recharging.
• (6) Shipping: All ELTs

  When shipping an ELT, the battery shall be disconnected. If that is not practicable, the ON/OFF/ARM switch shall be secured in the "OFF" position, in accordance with the ELT manufacturer’s instructions.

Appendix H - Process to Evaluate Undocumented Aircraft Parts

Content last revised: 2002/03/01

(refer to paragraph 571.10(4)(u), Types of work Table)
(amended 2002/03/01)

The following numbers correspond to the sequence of steps illustrated in the flow chart:

• 1. Parts at receiving: Retain all historical documents, tags, invoices, and packing slips for evaluation.
• 2. Part Identification: Verify that the part has certification or sufficient documentation, or both as applicable, to ascertain that it is a genuine part (i.e. nomenclature, part number, serial number, time in service) and that the part corresponds to that documentation. If the part appears to be a used part, verify that the identity of the aircraft from which the part was removed is documented. Verify that the technical records indicate that the applicable Airworthiness Directives and equivalent applicable directives issued by a foreign civil aviation authority have been accomplished.
• 3. Stores: Complete incoming stock procedures and place in stores by following the procedures described in the company Maintenance Policy Manual (MPM).
• 4. Exceptions: Section 571.09 of the CARs limits the installation of used life limited parts to those for which a complete technical history is available. Therefore, parts of the following kinds that are considered undocumented at step 2, are not be further evaluated under this appendix:
  • (a) life-limited parts that are subject to limits on flying hours, landings, operating cycles or calendar time in service, or combinations thereof;
  • (b) parts that are required to be rejected in accordance with the instructions for continued airworthiness following an abnormal occurrence; or
  • (c) parts that are eligible for use in multiple applications with different operational limitations, or different limits on the time in service, which if exceeded would require rejection of the part.
• 5. Part considered authentic: Consider the following factors when evaluating the authenticity of the part:
  • (a) the origin of the part (i.e. was the part received from a reliable source?);
  • (b) documentation such as packing slip, manufacturer’s identification tag, identity of component from which the part was removed; and
  • (c) part nomenclature, part number, serial number, manufacturer’s identification marks or stamps found on the part.
• 6. Documentation: Record and retain evidence of all tasks accomplished throughout the process of ascertaining the authenticity of the part. Detail each step of the process up to and including certification.
• 7. Evaluation: Using all available information, conduct an inspection of the part in accordance with the instructions for continued airworthiness or available type design data, or with both as applicable, for the part. It may be necessary to evaluate the part by comparison with a known authentic part. The evaluation process may require the use of hardness tests to determine heat treatment of the material. Procedures may be required to determine various material processes that may have been conducted on the material such as shot peening. Test all primary structural parts to determine that they are of the same material and in the same material condition as the type design product, either by comparison with the type design data (e.g. drawings) or by conducting comparison tests with a known authentic part.
• 8. Fit form and function: Check each part for physical interface with integral parts (e.g. shape, size, dimensions, mass and other parameters uniquely characterizing the part) and check the actions that the part is to perform. Ensure that all dimensions are within published wear limits. Where wear limits are not published, ensure that the dimensions do not exceed known limits for new parts.
• 9. Conformity: Verify that the part conforms to all applicable characteristics.
• 10. Restoration: Inspect and test parts and assemblies to all methods and practices published for such parts.
• 11. Acceptability: The part is acceptable for certification when it meets all the requirements of the type design or instructions for continued airworthiness and approved procedures including inspection, overhaul and testing. Ensure that all Airworthiness Directives and equivalent directives issued by a foreign civil aviation authority applicable to the part are complied with.
• 12. Certification and supporting documents: If the part has been found acceptable under para. 11, fill out and sign a maintenance release, meeting the requirements of section 571.10 of the CARs, and provide any other supporting documentation that may be required such as calibration records and test results, and ensure the certification documents accompany the part.
• 13. Reject: Ensure that any part that has reached its life limit is rendered unusable, or that it is identified as unairworthy and kept segregated from airworthy parts, in accordance with section 571.09 of the CARs.

Flow Chart

(amended 2007/12/30)

Appendix I - Reserved

Content last revised: 2007/12/30

Reserved
(amended 2007/12/30)

Appendix J - Authorized Release Certificate

Content last revised: 2008/12/30

(Refer to section 571.10 of this standard)
(amended 2008/12/30)

The Authorized Release Certificate described in this Appendix conforms to a standardized, internationally recognized format for the release of both new and used (maintained) aeronautical products (herein also referred to as items or parts). When used to certify the maintenance of used parts, it forms a means for issuance of the maintenance release required by CAR 571. When used to certify new parts, it provides a means for issuance of the statement of conformity required by CAR 561.

These instructions relate only to the use of the Authorized Release Certificate as a maintenance release for parts maintained by Canadian Approved Maintenance Organizations (AMOs). For the requirements applicable to the release of parts maintained under the jurisdiction of other national authorities, refer to the applicable foreign regulations.

For the certification of new parts, refer to CAR 561 and the associated standards.

The Authorized Release Certificate (hereinafter referred to as “certificate”) is not an official Transport Canada form, but rather a template that may be used by industry organizations for the development of their own certificates. Subject to the conditions outlined in this Appendix, organizations may design their own certificates from scratch, or copy the blank examples and modify them as necessary. Blank samples may also be downloaded from the Transport Canada web site, where they are available in both *.xls and *.pdf formats.

Purpose and Use

The primary purpose of the certificate is to certify that an aeronautical product has been maintained in accordance with the applicable airworthiness requirements.

The certificate may be used for items intended for installation on foreign aircraft, as well as for domestic purposes. It is considered to be valid worldwide but acceptance of the items certified on it will be dependent upon the regulations of the national civil aviation authority concerned and on compliance with the terms of any applicable bilateral agreement or technical arrangement between that authority and Transport Canada. When using the certificate to satisfy such special conditions, compliance must be certified according to the requirements of the applicable agreement or arrangement. The certificate is not a delivery or shipping note.

While the Canadian version of the certificate is not an official Transport Canada form, it has been allocated the title FORM ONE for harmonized international identification purposes. This title replaces the previous designation 24-0078.

Maintenance releases using the certificate may only be issued by AMOs approved by Transport Canada, and only for work performed directly under their control and within the scope of their approval. Aircraft are not to be released using the certificate.

The certificate does not constitute approval to install the maintained item(s) on a particular aircraft, engine, or propeller but helps the end user determine the item’s airworthiness approval status.

A mixture of new and used items is not permitted on the same certificate.

General Format

The certificate must comply with the format shown in the following examples, including block numbers and the location of each block. The size of the blocks may vary to suit the individual application, but not to an extent that would make the certificate unrecognizable. The certificate must be in “landscape” format, but the overall size may be significantly increased or decreased so long as the certificate remains recognizable and legible. If in doubt, consult with Transport Canada.

All printing must be clear and legible to permit easy reading.

The certificate may either be pre-printed or computer generated, but in either case the printing of lines and characters must be clear and legible. Pre-printed wording is permitted in accordance with the examples, but no other certification statements are permitted. The preprinted statements on the certificate must appear in either English or French. Bilingual or multilingual formats may be used, provided one of the languages is either English or French.

The details to be entered on the certificate may be either machine/computer printed or hand-written using block letters and must permit easy reading. Abbreviations should be restricted to a minimum.

The user/installer responsibility statements may be placed on the bottom margin or on the reverse side of the certificate. The space remaining on the reverse side of the certificate may be used by the originator for any additional information but must not include any certification statement.

Copies

The certificate must accompany the items described and correlation must be established between the certificate and the item(s). A copy of the certificate must be retained by the organization that raised it. Where both the certificate format and the data are entirely computer generated, retention by means of secure database is acceptable provided it is possible to generate a hard copy on request.

There is no restriction on the number of copies of the certificate sent to the customer.

The certificate may be attached to the certified item directly, or may be placed in an envelope for protection and the envelope attached to the item.

Lost Certificate:

A request for the replacement of a certificate declared lost must come from the owner of the item. A file copy of the original certificate should be provided to the owner. The replacement certificate serves as a historical record and not as a statement of the item’s current condition.

Errors On A Certificate:

If an end user finds one or more errors on a certificate, they must identify them in writing to the originating AMO. Originators may issue a corrected certificate provided they can verify and correct the errors. The corrected certificate must have a new tracking number, signature and date.

The corrected certificate must contain an original signature in block 14b and the current date the signature is appended in block 14e.

A request for a corrected certificate may be honoured without verification of the item’s condition, but a corrected certificate is not a statement of current condition and should include an explanation in block 12, including a reference to the previous certificate. Both certificates should be retained according to the retention period applicable to the first certificate.

The corrected certificate serves as a historical record and not as a statement of the item’s current condition.

Completed Certificate

Refer to Figure 2 for an example of an appropriately completed certificate. When filling in the certificate, all entries must be in either English or French, and either typed or clearly printed in block letters in permanent ink. All blocks must be completed. Inapplicable items must be either marked “N/A” or struck out.

Once completed, the Authorized Release Certificate becomes part of the technical record for the item to which it relates, and eventually will become part of the technical record of the next higher assembly on which that item is installed. The certificate is therefore subject to all the applicable regulations related to maintenance and technical records.

Completion of Certificate by the Originator

Block 1 – Approving Civil Aviation Authority (CAA) /Country

Block 1 is reserved for the name and country of the Civil Aviation Authority under whose jurisdiction this certificate is issued. The entry “Transport Canada” satisfies both requirements and is the only entry that may be made in respect of items maintained under Canadian regulations. This text may be pre-printed on blank certificates.

Block 2 Title block – The title “AUTHORIZED RELEASE CERTIFICATE —FORM ONE” should be pre-printed on the blank certificate, so no further entry is required in this block.

Block 3 – Form Tracking Number

Enter the unique number established by the numbering system/procedure of the AMO identified in block 4; this may include alpha/numeric characters. The originating organization must establish a tracking system to correlate the certificates with information on the released parts.

Block 4 – Organization Name and Address

Enter the full name and address of the AMO releasing the item (s) covered by the certificate. Logos, etc., of the organization are permitted if they can be contained within the block. This information may be pre-printed on the blank certificates.

Block 5 – Work Order/Contract/Invoice

To facilitate traceability of the items, where applicable enter the customer’s work order number, contract number, invoice number, or similar reference; if none of these are applicable, enter “N/A”.

Block 6 – Item

The block is provided to permit easy cross-reference to other blocks, preventing ambiguity by the use of line item numbers. Block 6 must be completed where there is more than one line item and reference to the items is made in other blocks. Where necessary, it is permissible to add lightly ruled lines to aid in separating the information relating to each line number

Block 7 – Description

Enter the name or description of the item. In the case of multiple items, enter the description for each item number listed in block 6. Preference should be given to the term used in the Instructions for Continued Airworthiness (Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin, etc).

Block 8 – Part Number

Enter the part number as it appears on the item (or tag/packaging). In the case of an engine or a propeller, the type designation may be used. In the case of multiple items, enter the description for each item number listed in block 6.

Block 9 – Quantity

State the quantity of each item. In the case of multiple items, enter the quantity of each item number listed in block 6.

Block 10 – Serial/Batch Number

If the item is required by the applicable design data to be identified with a serial number or equivalent identification, enter it in block 10. If no serial number or equivalent identification is applicable, a batch number or other equivalent unique identifying number may be entered. If no unique identifying number is available, enter “N/A”.

Block 11 – Status/Work

The following table describes the permissible entries for block 11. Do not use any other terms. Enter only one of the terms listed. Where more than one of the terms is applicable, use the one that most accurately describes the majority of the work performed. For example, where an overhaul was carried out, and modifications and / or repairs were conducted as part of the overhaul, simply enter “Overhauled.” Where necessary, more detailed explanations of the work done shall be entered in block 12 and on referenced supporting documents.

Entry	Meaning
Overhauled	The item has undergone a restoration process that ensures it is in complete conformity with the applicable service tolerances specified in the Type Certificate holder’s Instructions for Continued Airworthiness, or equivalent data acceptable to the Minister. As a minimum, it must have been disassembled, cleaned, inspected, repaired as necessary, reassembled (using replacement parts where required) adjusted as required and tested, and found to conform to the above specified data.
Repaired	Deficiencies in the item have been rectified as described in block 12, and in relation to those deficiencies*, the item has been restored to an airworthy condition.
Inspected / Tested	The item has been examined, tested, measured, etc., in accordance with an applicable standard.** Includes visual inspections, functional and operational tests, calibration and bench checks.
Modified	Alteration of an item to conform to an applicable standard.**

*  Note: A maintenance release for a repair only attests to the condition of the item with relation to the repair itself, not to the condition of the item as a whole. If any other deficiencies are known to exist or other maintenance tasks are outstanding, details must be entered in block 12.

** Note: In this context, applicable standard means a particular design or maintenance standard, method, technique or practice that is approved by or acceptable to the authority having jurisdiction over the item concerned.

Block 12 – Remarks

Enter in this block, either directly or by reference to supporting documentation, any information necessary for the user or installer to determine the airworthiness of an item. If necessary, a separate sheet may be used and referenced in this block.

In particular, enter details of any outstanding work required on or before installation of the item. If the item has been made or configured solely in accordance with specifications approved by a foreign airworthiness authority, and for some reason does not comply with Canadian requirements, include a statement to that effect.

Include any other information necessary to enable the installer to determine the condition and conformity of the item. Each statement must be clearly identified as to which item in block 6 it relates. If there is no statement, state “None”.

Some examples of statements to be entered in block 12 are:

• 1. Reference to the maintenance data used, including revision status where applicable.
• 2. Reference to Airworthiness Directive or Service Bulletin compliance.
• 3. A description of any repairs carried out.
• 4. Details of modifications incorporated, including reference to the applicable approved data. Where applicable, this must include reference to foreign approvals.*
• 5. List of replacement parts installed.
• 6. Status of any life limited parts.
• 7. Details of any deviations from the customer work order.
• 8. Details of any outstanding tasks or known deficiencies still to be rectified.**
• 9. Any release statements or regulatory references needed to satisfy a foreign airworthiness authority maintenance requirement.

* Note: When working for foreign clients, cases may arise where work is performed to data approved by the foreign authority, but not approved by the Minister. This is acceptable, provided both the data and the approving authority are accurately specified in block 12. In such cases, the items would not be acceptable for installation on Canadian aircraft, but would still be eligible for the applicable foreign installation.

** Note: When an item undergoes sequential maintenance tasks in different organizations before it is installed in an aircraft or other higher assembly, each organization issuing an Authorized Release Certificate shall attach the previous certificates to the item along with its own. All the certificates for the various tasks must accompany the item to its final destination, and will be included in the technical record for the aircraft or other higher assembly on which the part is eventually installed.

Blocks 13a through 13e

These blocks are reserved for the certification of new parts by an approved manufacturer, and are not used for a maintenance release. AMOs should shade, darken, or otherwise mark this area on the pre-printed blank certificates, to preclude inadvertent or unauthorized use.

Block 14a

• 1. Mark the appropriate box or boxes to indicate under which regulations the completed work is being certified.
• 2. Work performed in accordance with the CARs (including work done for foreign clients) should always be indicated by checking the box “CAR 571.10 Maintenance Release”*
• 3. In addition, where work is certified in accordance with foreign requirements (such as Bilateral Agreements or Technical Arrangements that call for Maintenance Policy Manual Supplements) it must also be indicated by marking the “Other regulation specified in block 12” box. The applicable foreign regulations should be stated in block 12. Note that this reference is in addition to the identification of any approved design data that may also have to be entered in this block.

* Note: Work done to foreign approved data, even where that data is not approved by the Minister, may still be certified by means of a CAR 571.10 maintenance release, provided the work was performed in accordance with the Canadian Aviation Regulations (e.g., CAR 571 and 573) and the applicable Bilateral Agreement or Technical Arrangement.

Block 14b - Signature

This space shall be completed with the signature of the authorized person. Only persons specifically authorized by the certificate holder in accordance with CAR 573 are permitted to sign this block. To aid recognition, a unique number identifying the authorized person may be added. Alternatives to a hand-written signature (such as a computer-generated signature facsimile) are only permitted when authorized by Transport Canada.

Signature in this block constitutes a maintenance release pursuant to CAR 571.10.

Block 14c – Approved Organization Number

Enter the approved organization number that identifies the AMO certificate issued by the Minister.

Block 14d – Name

Enter the name of the person signing Block 14b, printed, typed, or written in a legible form.

Block 14e - Date

Enter the date on which Block 14b is signed, using the format dd/mmm/yyyy (dd = 2 digit day, mmm = first 3 letters of the month, yyyy = 4 digit year).

Bottom margin or reverse side of certificate

Place the following statement on the pre-printed blank certificates to notify end users that they are not relieved of their responsibilities concerning the installation and use of any item accompanied by the form:

Installer Responsibilities

“This certificate does not constitute authority to install.

Installers working in accordance with the national regulations of a country other than that specified in block 1 must ensure that their regulations recognize certifications from the country specified.

Statements in blocks 13a or 14a do not constitute installation certification. In all cases, the technical record for the aircraft must contain an installation certification issued in accordance with the applicable national regulations before the aircraft may be flown.”

Figure 1 – Authorized Release Certificate

• PDF
• PDF

Appendix K - Training to perform Specific Non-destructive Testing (NDT) Tasks

Content last revised: 2007/12/30

(refer to subsection 571.02(3) and 571 Schedule I of the CARs)
(amended 2007/12/30)

(1) Purpose
(amended 2007/12/30)

• This appendix prescribes alternative training requirements that may be used as a basis of qualification for technicians performing certain kinds of Non-Destructive Testing (NDT) tasks, as an alternative to certification in accordance with national standards.

(2) Limitations
(amended 2007/12/30)

• (a) The provisions of this appendix apply only to NDT using liquid penetrant, magnetic particle, ultrasonic and eddy current methods.
• (b) NDT conducted under the provisions of this appendix is limited to the inspection of specified components for predictable discontinuities. The inspections must have clear, objective acceptance criteria.
• Information Note:
  These relatively restricted privileges differ from those of NDT AMOs and holders of CGSB and other nationally recognized standards, who need not be limited to the inspection of particular components, and may be granted broad privileges within the scope of the methods for which they are rated.

(3) Training providers
(amended 2007/12/30)

• Organizations or persons providing training in accordance with this appendix shall be:
  • (a) NDT training institutes providing training to national standards;
  • (b) Approved Maintenance Organizations holding appropriate NDT ratings; or
  • (c) Persons authorized by the holder of an aeronautical product type certificate for the product concerned.

(4) Scope of Training
(amended 2007/12/30)

• (a) The training shall include, for each NDT method involved, an outline of theory equivalent to that specified for CGSB Level 1, insofar as it relates to the range of components the technician will be authorized to inspect.
• (b) The training shall cover the application of the theory to the specific components the technician will be authorized to inspect. Where several similar items are involved, the training need not involve every configuration or part number affected, provided the samples used in the training are representative of the group as a whole.
• (c) The training provider shall test each trainee, by written and practical examination, using sample aeronautical products representative of those listed on the certificate of training. The examiner shall ensure that the technicians are capable of carrying out the inspections satisfactorily without supervision.

(5) Documentation
(amended 2007/12/30)

• (a) The training provider shall provide each graduate with documentation confirming his or her successful completion of the training, indicating the specific NDT tasks and components on which the trainee has demonstrated competence.
• (b) The training documentation specified in paragraph (a) shall be retained by the trainee and, where the trainee is employed within an Approved Maintenance Organization, the organization shall retain a copy of the document on the trainee’s record of training and experience, together with a description of the scope of NDT work he or she is authorized to perform within the organization.

(6) Persons eligible
(amended 2007/12/30)
Persons performing NDT under the provisions of this appendix must be either:

• (a) The holder of an applicable AME license issued under Subpart 403 of the CARs; or
• (b) The holder of an applicable Aircraft Certifying Authorization or Shop Certifying Authorization issued by an Approved Maintenance Organization.

(7) Recurrent training
(amended 2007/12/30)

• (a) Where the technician is employed by an AMO, update training shall be conducted under the AMO’s training program, at whatever frequency may be found necessary in response to the findings of the AMO’s internal quality assurance audits.
• (b) Technicians who are not employed by an AMO shall undergo update training every two years.
• (c) Update training shall be provided by a training provider as identified in subsection (3).
• (d) The scope of the update training shall take into account the technician’s recent experience in the performance of NDT since the last training received.
• (e) To enable the assessment of recent experience during update training as required by paragraph (c) the technician shall maintain a record of each inspection carried out under this appendix, including dates, times, location, equipment used, aeronautical product identity, and other pertinent information.

Appendix L - Major Repair or Major Modification Report

Content last revised: 2002/09/01
(amended 2002/09/01)
(refer to section 571.12 of this standard)

• 1. This appendix provides information related to the use of a Major Repair or Major Modification Report, for reporting a major repair or a major modification to aircraft.
• 2. Section 571.12 of the CARs requires that when an aircraft has undergone a major repair or major modification, the actions shall be reported to the Minister. Routine changes of landing gear configuration, or role equipment are exempt from the reporting requirement.
• 3. A copy of the report must be completed and, except as provided in section 6 below, sent to the Transport Canada Centre assigned to the geographical area in which the owner of the aircraft resides or manages his business within 30 days after the aircraft is returned to service.
• 4. All entries must be typewritten or clearly printed in block letters in permanent ink.
• 5. Transport Canada does not publish a Major Repair or Major Modification Report form. The report may be reproduced by the user as a printed form or in computer generated format. User produced forms must comply with the format provided herein, including block numbers and must have the blocks located as per the layout provided. The size of the blocks may be varied to suit individual applications, but not to the extent that would make the report unrecognizable.
• 6. In the case of an air operator, an alternate reporting system described in a Maintenance Control Manual approved pursuant to Subpart 706 of the CARs satisfies the procedures set out in section 571.12 of this standard. 

Completion of the Report by the Originator

Except as otherwise stated in these instructions, there must be an entry in each block.

Refer to the attached sample of a Major Repair or Major Modification Report.

Block 1 Aircraft

Enter the "Make", "Model" and "Serial Number" as found on the manufacturer's identification plate.

Block 2 Owner

Enter the aircraft owner's complete name and address as shown on the certificate of registration for the aircraft. The "Nationality and Registration Mark" must be the same as shown on the aircraft certificate of registration or affixed to the aircraft.

Block 3 Type of work

Enter a check mark (

) in the appropriate box to indicate whether the aircraft was repaired or modified.

Block 4 Person / Organization who accomplished the repair or modification

Enter the name and permanent address of the person or organization who accomplished the repair or modification.

Information Note:

The maintenance release is completed in the applicable aircraft technical records, together with the complete details of the repairs or modifications performed.

Block 5 Description of work accomplished

This block must contain a clear, concise, and legible statement describing the work. It is important that locations of repairs or modifications, relative to the aircraft be included in the description. Work resulting in acoustical changes must be emphasized. If necessary, complete the description of the work accomplished on the reverse side of the report or attach additional sheets to it. In the latter case, indicate in block 5 that additional sheets are attached, inscribe on each sheet the aircraft registration marks and the date the work was completed.

Sample Form

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Appendix M - On Type Maintenance Training Courses

Content last revised: 2000/12/01
(amended 2000/12/01)
[subsection 571.11(4) of the CARs refers]

• 1. This appendix sets out the specifications for the course of maintenance training, hereinafter called a type course, that is required pursuant to subsection 571.11(4) of the CARs.
  
  Information Note:
  Type courses are intended to provide Aircraft Maintenance Engineers with the necessary level of knowledge to sign a maintenance release for the type of aircraft, engine or avionics system concerned.
• 2. An approved training organization (ATO) or an approved maintenance organization (AMO) may be authorized by the Minister to provide type courses provided that the organization publishes, subject to section 10, the specifications of this appendix in its policy manual, and:
  • (a) is the holder of an applicable ATO certificate issued pursuant to section 403.08 of the CARs, and conforms to Division II of Standards 566; or
  • (b) is, subject to section 4, the holder of an applicable AMO certificate, issued pursuant to section 573.02 of the CARs, and complies with the specifications set out below.
• 3. Where the Minister authorizes an AMO to provide type courses, the authorization shall be limited to training employees of the AMO.
• 4. In order for an AMO to be authorized to provide a type course to self-employed AMEs, or to AMEs employed by another organization, the AMO shall hold an ATO certificate issued pursuant to section 403.08 of the CARs.
• On Type Maintenance Training Specifications Applicable to AMOs
• 5. Prerequisites
• An AMO requesting authorization to provide type courses, shall establish competency prerequisites to ensure that students to be enrolled in the course are capable of understanding the course material.
• 6. Training outline
  • (a) Except for the requirements of section 566.10 of Standard 566, the training outline standards specified in subsections 566.18(1) to (7) inclusive shall be met by the AMO.
  • (b) The length of the aircraft, airframe, engine or avionics system type course shall be determined by the complexity of the type involved and, in all cases, shall be of a reasonable duration to ensure that the course objectives are met.
  • (c) In the case of a type course on a specific aircraft type, the curriculum shall cover the entire aircraft including airframe, engine interface, engine, propeller and avionics systems.
  • (d) Upon successful completion by a student of a course referred to in paragraph (c), the AMO shall provide a certificate to the student attesting that the student has met the training requirements in respect of the aircraft type and specifying the applicable engine type covered by the course.
• 7. Facilities
  An AMO shall provide or have access to facilities appropriate to the course content requirements, except that:
  • (a) if simulators or mock-ups are used, they shall be located in a separate area of sufficient space to contain this equipment in an acceptable fashion for display, inspection and operation; or
  • (b) if aircraft are used, hangar facilities shall provide sufficient space to contain an aircraft and required shop equipment to either:
    • (i) disassemble, inspect, maintain, overhaul, adjust and assemble aircraft; or
    • (ii) locate, inspect, troubleshoot, perform functional testing and explain the function of various areas and components of an aircraft.
• 8. Reference Material
  An AMO shall develop a course training manual containing all the subject material covered and provide each student with a copy thereof, and shall ensure that the following publications are available to students and maintained up-to-date:
  • (a) Maintenance Manual;
  • (b) Overhaul Manual;
  • (c) Structural Manual;
  • (d) Parts Manual;
  • (e) Bulletins or Instructions; and
  • (f) Airworthiness Directives.
• 9. Class Size
  The number of students enrolled in the course shall be consistent with the size of the room and the kind of equipment utilized for the presentation of the course material, where each student is provided reasonable workspace, with an unobstructed view of all presentations and training aids.
• 10. One Time Delivery of Type Courses
  • (a) An AMO may, under special circumstances, request authorization for a one time (one-off) delivery of a type course for each particular aircraft type, in which case a formal amendment to its policy manual is not required, provided that supporting documentation is submitted to the Minister prior to obtaining approval, indicating the alternative methods of compliance to the course specifications.
  • (b) Subsequent type courses provided by the AMO, shall conform to all the course requirements applicable to the provision of on type maintenance training under this appendix.