Canadian Aviation Regulations Practice Test 3 Of 6

The technical record of an aircraft includes various documents that provide information about the maintenance, repairs, and history of the aircraft. The journey log is a record of each flight made by the aircraft, including details such as departure and arrival times, fuel consumption, and any issues encountered. The airframe log, engine log, and propeller log contain information about the maintenance and inspections performed on these specific components. The empty weight and balance report provides details about the aircraft's weight distribution. Therefore, all of the given options - the journey log, airframe log, engine log, propeller log, and empty weight and balance report - are parts of the technical record of an aircraft.

A magnetic compass is a necessary instrument in all the given scenarios. In power-driven aircraft-day VFR, it helps pilots maintain heading and navigate accurately. In power-driven aircraft - IFR, the compass is crucial for maintaining heading in case of instrument failure. In gliders, the compass aids in navigation and maintaining proper course. Therefore, a magnetic compass is required equipment in all of the above situations.

The correct answer is The FAA. The Federal Aviation Administration (FAA) is the Civil Aviation Authority of the United States. They are responsible for regulating and overseeing civil aviation within the country, ensuring safety and efficiency in air travel operations. The CAA (Civil Aviation Authority) is the regulatory body for aviation in the United Kingdom, while the FAR (Federal Aviation Regulations) are a set of rules and regulations governing aviation in the United States. The DOT (Department of Transportation) is a government agency that oversees various transportation sectors, including aviation, but it is not specifically the Civil Aviation Authority.

The correct answer is "Every three years." This means that commercial air service personnel must undergo training updates at least once every three years. This ensures that they stay updated with any changes in regulations and are equipped with the necessary knowledge and skills to operate safely and efficiently. Regular training updates help maintain the competency and proficiency of the personnel in their respective roles within the aviation industry.

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The holder of an air operator certificate must have defect control procedures, a quality assurance program, and technical dispatch procedures. These three components are crucial for ensuring the safe and efficient operation of an aircraft. Defect control procedures help in identifying and addressing any faults or malfunctions in the aircraft. A quality assurance program ensures that the operations meet the required standards and regulations. Technical dispatch procedures involve the proper planning and execution of flights, including maintenance checks and safety protocols. Therefore, all of the above options are necessary for an air operator certificate holder.

The person who discovers the defect should enter it in the journey log. This is because they are the first to notice the issue and are responsible for reporting it. The pilot in command may also be responsible for entering the defect if they are made aware of it by the person who discovers it. The owner of the aircraft or a person delegated by the owner may have the authority to enter the defect in the log as well. An appropriately rated AME (Aircraft Maintenance Engineer) may be involved in addressing and documenting the defect, but they may not necessarily be the one to enter it in the journey log.

When a Transport Canada AD conflicts with an airworthiness directive from the Civil Aviation Authority holding jurisdiction over the initial type design, the Transport Canada AD prevails. This means that the directive issued by Transport Canada takes precedence over the foreign airworthiness directive. Therefore, in such a situation, operators and individuals must comply with the requirements and instructions outlined in the Transport Canada AD to ensure airworthiness and safety.

The correct answer is "There is no allowable tolerance." This means that there is no margin or leeway given when it comes to airworthiness limitations. These limitations must be strictly adhered to without any room for deviation. Any violation or failure to comply with these limitations can pose a risk to the safety and airworthiness of the aircraft. Therefore, it is crucial to follow these limitations without any tolerance for non-compliance.

An ex-military aircraft would most likely have a Special C of A - limited flight authority. This is because ex-military aircraft often have modifications or unique features that require a special certification. The limited aspect of the authority suggests that there may be certain restrictions or limitations on the aircraft's operation, such as specific routes or purposes for which it can be used. This type of authority ensures that the aircraft meets the necessary safety standards and can be operated in a controlled and regulated manner.

The correct answer defines a recurring defect as a failure mode that is repeated three times on a specific aircraft within 15 flight segments after a previous repair for that same failure mode. This means that the defect is persistently occurring and requires multiple repairs to address it.

Hard time is the correct answer because it refers to a maintenance process where a part is taken out of service or overhauled at specific intervals, such as operating hours, operating cycles, or calendar time. This approach ensures that the part is regularly inspected and maintained to prevent any potential failures or issues. It is a proactive measure to ensure the safety and reliability of the equipment or system.

When a person brings into use a new volume of an existing technical record, they need to make entries relating to the preceding volume to ensure that an unbroken chronological record is maintained. This means that they should record any relevant information from the previous volume in the new volume, so that the record remains complete and in order. This helps to maintain the integrity and continuity of the technical record.

The correct answer is "Not less than 19.68 inches high". This means that the nationality and registration marks of the aircraft should be displayed on the lower wing surface and they should be at least 19.68 inches in height. This ensures that the marks are easily visible and legible from a distance, allowing for easy identification of the aircraft's nationality and registration.

When a pilot-in-command suspects an abnormal occurrence in the aircraft, they may carry out an inspection if certain conditions are met. Firstly, the aircraft must be away from its base, and the abnormal occurrence should not be a hard landing. Additionally, the inspection should not involve the disturbance of flight or engine controls. The pilot-in-command must have received proper training as per the regulations, and most importantly, the inspection should not require any disassembly of the aircraft.

All Canadian aircraft, with the exception of ultra-lights and hang gliders, must operate under a maintenance schedule approved under CAR 625. This means that all aircraft, except for ultra-lights and hang gliders, are required to adhere to a maintenance schedule that has been approved under CAR 625 regulations. These regulations ensure that the aircraft are properly maintained and meet the necessary safety standards.

The correct answer is "Subject to satisfactory test flight". This statement indicates that the maintenance release is dependent on the test flight being completed successfully. It implies that the release will only be valid if the test flight meets the necessary requirements and ensures the aircraft's satisfactory performance. This condition ensures that any potential issues or malfunctions can be identified and addressed before the aircraft is released for regular operation.

When the damage to the aircraft skin measures 6 inches or less in any direction, it is not considered specialized maintenance. This means that if the damage is within this size limitation, it can be repaired without requiring specialized maintenance procedures or expertise. This suggests that smaller damages to the aircraft skin can be repaired using standard maintenance practices, without the need for extensive repairs or replacement of the damaged skin.

ELT batteries must be replaced according to the ELT manufacturer's recommendations. This means that the manufacturer of the ELT device will provide specific guidelines or instructions on when the battery should be replaced. These recommendations may take into account factors such as battery life, performance, and safety. It is important to follow the manufacturer's recommendations to ensure that the ELT device functions properly and is ready for use in case of an emergency.

A magnetic direction indicator re-calibration must be carried out after an aircraft lightning strike because the electrical discharge can cause the compass to deviate from its correct reading. It should also be done every 12 months as part of regular maintenance to ensure the accuracy of the compass. Additionally, any work performed on the aircraft that may affect the magnetic direction indicator, such as repairs or modifications, should prompt a re-calibration to ensure its proper functioning. Therefore, all of the above reasons require a magnetic direction indicator re-calibration.

Under an approved MCM, a flight training unit or a commercial air service can borrow a part through a pooling agreement for a maximum duration of 100 hours or 90 days, whichever is greater. This means that they can use the borrowed part for up to 100 hours of flight time or for a period of 90 days, whichever is longer. This allows them to temporarily replace a faulty part and continue their operations without having to immediately purchase a new part.

The given answer is correct because a reportable service difficulty refers to any defect, malfunction, or failure of an aeronautical product that affects or is likely to affect the safety of an aircraft, its occupants, or any other persons. This definition is used to determine whether an incident or issue needs to be reported to the appropriate authorities for investigation and action.

A Service Difficulty Report (SDR) is a critical document in aviation maintenance used to report any significant issues or defects that occur in aircraft operations. Regulations require that these reports be submitted within 3 working days of discovering the defect. Prompt reporting ensures that necessary actions can be taken to maintain safety and compliance, helping prevent future incidents and ensuring the continued airworthiness of the aircraft.

Appendix C, Out of Phase Tasks is found in CAR 625, Equipment and Maintenance Standards.

Maintenance actions that are not entered in the journey log must be entered in the appropriate technical record as soon as practicable, but at least before the next flight. This ensures that all maintenance activities are documented accurately and promptly, allowing for proper tracking and maintenance history of the aircraft. It also helps to ensure that any necessary follow-up actions or inspections can be carried out before the next flight to ensure the safety and airworthiness of the aircraft.

The correct answer is to ensure that aircraft are not operated unless they are appropriately equipped for their intended use. This means that before dispatching an aircraft, the commercial operator must make sure that the aircraft has all the necessary equipment and systems in place to safely and effectively carry out its intended purpose. This includes ensuring that the aircraft is equipped with the required instruments, navigation systems, communication devices, and any other equipment that is necessary for its specific operation. By doing so, the operator can ensure the safety and efficiency of the flight operations.

Ultra-light aeroplanes and hang gliders do not require flight authority because they are considered to be recreational aircraft that operate under certain restrictions and limitations. These aircraft are typically designed for recreational purposes and are flown in specific areas designated for their use, such as designated airfields or specific airspace. As a result, they do not need formal flight authority like other types of aircraft that operate in controlled airspace.

An AMO authorized to perform 100 hour inspections would be rated for aircraft. This means that they have the authority to conduct inspections and maintenance on aircraft, specifically focusing on the 100 hour inspection requirement. The AMO would have the necessary knowledge and expertise to carry out these inspections and ensure the aircraft is in compliance with regulations and safety standards.

A large aircraft must be reweighed every five years. This is necessary to ensure that the aircraft's weight and balance information is accurate and up to date. Over time, factors such as wear and tear, modifications, and changes in equipment can affect the aircraft's weight and center of gravity. By conducting regular reweighing, any changes in weight or center of gravity can be identified and accounted for, ensuring the safety and proper performance of the aircraft.

An aircraft may be operated without a flight authority on board if it has a specific purpose flight permit, ferry flight, and the flight is conducted entirely within Canadian airspace. This means that if the flight is authorized by a specific purpose flight permit and is solely for the purpose of ferrying the aircraft within Canadian airspace, it can be operated without a flight authority on board.

The approved inspection schedule for small, piston powered aircraft can be found in CAR 625, Appendix B, part I.

The given statement states that "Specialized Maintenance may be certified by an independent AME." However, none of the options provided support this statement. Option a states "On privately registered aircraft under 12,566 lbs," which does not mention anything about certification by an independent AME. Option b states "Where no maintenance release is required pursuant to CAR 571," which also does not mention anything about certification. Therefore, the correct answer is "None of the above" as none of the options support the given statement.

According to CAR 625, Appendix C, fixed pitch or ground adjustable propellers must be checked for corrosion every 5 years. This time interval is specified in the absence of manufacturer's recommendations.

The correct answer states that variable pitch propellers must be overhauled where the manufacturer has made recommendations regarding the air time between overhauls, at the interval recommended or every ten years, whichever comes first. This means that the manufacturer's recommendations should be followed when determining when to overhaul the propellers. If the manufacturer has not provided specific recommendations, the propellers should be overhauled every ten years to ensure their proper functioning and safety.

The correct answer is "Pursuant to the MPM of an appropriately rated AMO." This means that all maintenance on aircraft operating under an Air Operator Certificate must be performed and certified according to the Maintenance Policy Manual (MPM) of an Approved Maintenance Organization (AMO) that is appropriately rated. The MPM outlines the specific procedures and guidelines that must be followed to ensure the safe and proper maintenance of the aircraft.

A special C of A, restricted, is the required flight authority for both an aircraft with a type certificate in the restricted category and an aircraft that has been modified in such a manner that it no longer complies with the basis of its original type certificate. This means that if an aircraft falls into either of these categories, it must obtain a special C of A, restricted, in order to legally fly.

Specialized maintenance on small, private, piston-powered aircraft must be certified by an appropriately rated AME (Aircraft Maintenance Engineer) who is authorized to sign a maintenance release under the MPM (Maintenance Policy Manual) of an AMO (Approved Maintenance Organization) approved for the specific type of specialized maintenance. This ensures that the maintenance is carried out by a qualified individual who has the necessary authorization and is working within the guidelines and regulations set by the approved maintenance organization.

Maintenance entries in the technical record of an aircraft can be made by the person who performed the maintenance or by the aircraft owner. If the maintenance details are transcribed from the journey log, the aircraft owner is also allowed to make the entries. This ensures that the responsibility for recording maintenance activities lies with the individuals directly involved in the maintenance process or with the owner who has access to the journey log.

The correct answer is AWM chapter 507. This chapter contains the standards for flight authority.

CAR 605 refers to the Canadian Aviation Regulations, specifically section 605. This section outlines the requirements for the keeping of technical records in Canada. It provides guidelines and regulations for the maintenance and documentation of aircraft technical records, including the technical log. Therefore, CAR 605 is the correct answer as it directly addresses the requirements for the keeping of technical records.

Maintenance performance rules can be found in CARs 571, Aircraft Maintenance Requirements. This regulation outlines the requirements and standards for aircraft maintenance, ensuring that aircraft are properly maintained and safe to operate. It covers various aspects of maintenance, including inspections, repairs, and record-keeping. By referring to CARs 571, individuals involved in aircraft maintenance can ensure that they comply with the necessary rules and procedures to maintain the airworthiness of the aircraft.

ATC transponders are required to be tested periodically to ensure their proper functioning. According to Appendix F of AWM Chapter 571, these tests should be conducted every 24 months. This regular testing helps to maintain the accuracy and reliability of the transponders, which are crucial for air traffic control purposes. It is important to note that this testing frequency applies to all aircraft, regardless of the airspace they operate in.

A properly rated AME or RCA may certify maintenance performed on an aircraft. This means that either an Aircraft Maintenance Engineer (AME) who holds the appropriate rating or a Registered Certification Authority (RCA) can provide certification for the maintenance work done on the aircraft. This ensures that the person certifying the maintenance has the necessary qualifications and expertise to ensure the safety and airworthiness of the aircraft.

After an interim SDR report is filed, a complete follow-up report must be filed within 14 days of the occurrence. This timeframe allows for a thorough investigation and compilation of all necessary information before submitting the final report. It ensures that any additional details or updates related to the incident are included in the follow-up report, providing a comprehensive overview of the situation. Filing the report within 14 days also allows for timely analysis and decision-making based on the findings of the investigation.

The correct answer is that the AD issued by the FAA is mandatory for all aircraft with the exception of aircraft in the amateur built and owner maintenance category. This means that all aircraft with a U.S. type certificate, except for those in the amateur built and owner maintenance category, are required to comply with the AD.

Establishing a training program is one of the requirements for organizations holding an Air Operator Certificate. This training program is essential for ensuring the competency and proficiency of personnel involved in aviation operations. The other options mentioned may apply to certain aspects of aviation operations but are not the primary requirement for holding an Air Operator Certificate.

The person responsible for the maintenance control system of a Commercial Air Service does not need to appoint either a quality assurance manager or a production manager. This is because the maintenance control system primarily focuses on the management and coordination of maintenance activities, ensuring compliance with regulations and safety standards. While a quality assurance manager may be responsible for overseeing the quality of maintenance procedures, and a production manager may be responsible for scheduling and efficiency, these roles are not specifically required for the maintenance control system.

Journey log entries must be preserved for one year. This means that the records of the aircraft's journeys, including flight details, maintenance, and any incidents or issues, need to be kept for a period of one year. This is important for tracking the history of the aircraft, ensuring compliance with regulations, and providing a record of its activities. After one year, these entries may no longer need to be preserved unless there are specific legal or operational requirements.

Transport Canada airworthiness directives are mandatory requirements issued by the regulatory authority for aviation in Canada. These directives are issued to address safety issues and ensure the continued airworthiness of aircraft. Compliance with these directives is mandatory for all aircraft operating in Canada. Therefore, Transport Canada airworthiness directives are mandatory.

According to CAR 605 (Canadian Aviation Regulations), a maintenance release must be completed and certified for any maintenance carried out on an aeronautical product. The regulation specifies that a maintenance release is required whenever maintenance is performed on an aircraft, ensuring that the work meets applicable airworthiness standards. This requirement applies to maintenance tasks and excludes certain non-specialized tasks that fall under elementary work or servicing, which do not require a maintenance release unless otherwise specified.