Civil aircraft inspection procedures pdf download

We care about data privacy, which we consider to be a fundamental human right. To that end, we adopted a series of administrative and technical procedures in order to strengthen the protection of your right to personal data protection. Required cookies are those that are used solely for the purpose of transmitting a communication and those that are absolutely necessary for a website to provide the service that a user is requesting.

Examples include an authentication cookie that identifies a user for the duration of the session once that user logs in to a website or a cookie that keeps track of items placed in an e-commerce shopping cart. Personalization cookies are those that enable a user to access a website and receive services that are catered to that user's pre-defined characteristics, such as language, browser type used to access the service, regional configuration from where the service is accessed, etc.

Allow Personalization Cookies. Analytics cookies are those that enable the monitoring and analyzing of the behavior of users of a website.

For general publication enquiries contact: content caa. CAA launch shotonmydrone photography competition 22 October, Primary Engineer partnership to help pupils design the future 3 June, Security training instructor sentenced for falsifying documents 6 May, The form requires identifying the aircraft, any special equipment on board, the departure and arrival points, the time of the departure, cruising speed, route, and other flight data.

If the departure is delayed for an hour or more, the aviator must request the change through the tower or directly to the tie-in flight service station FSS.

To avoid any possible delays in receiving a departure allowance from air traffic control ATC , an aviator is required to complete the DoD International Flight Plan at least 30 minutes before the estimated departure time.

Weather information should be obtained from a U. If these ways are inaccessible, the plan can be submitted using a radio. In other cases, the aircraft may depart under operational restrictions. An example of such a restriction would be the case where there is a deficiency regarding passenger seats.

Operation of the aircraft is possible under the condition that the deficient seats are not occupied by any passengers. It is standard practice that the captain of the aircraft which has just been inspected is debriefed about the findings. In addition, Category 2 and Category 3 findings are communicated to the responsible Aviation Authority for information and to the home base of the operator with the request to take appropriate action to prevent reoccurrence.

In order to achieve best the objectives of the EU Ramp Inspections Programme, close cooperation with the Aviation Authorities of all those States whose operators and aircraft have been subject of ramp inspections is imperative. As part of their responsibility regarding the safety oversight of their national operators according to the relevant international safety standards, these Aviation Authorities are requested to ensure proper implementation of corrective actions in order to address the reported findings.

In some cases, when the findings on an aircraft are considered important, individual Participating States may decide to revoke the entry permit of that aircraft. This means that the particular aircraft is no longer allowed to land at airports or fly in the airspace of that State.

Such a ban can be lifted if the operator of the aircraft proves that the problems have been properly addressed and corrected. Such entry permit repercussions can therefore be, and usually are, of a temporary character. This information allows assessing the ability and willingness of operators to rectify the findings identified during ramp inspections and it used in the subsequent analyses of the generated data. The inclusion of reports in the database remains a responsibility of the individual Aviation Authorities of the Participating States.

Data contained in the database is confidential and therefore shared only with other Participating States and not available to the general public. The database can be accessed by all Aviation Authorities of the Participating States via the secured internet. At present, all Aviation Authorities are connected on-line to the database.