Standard inspections

Throughout this document when a word is emphasised, (Different Color) it indicates a link to the required document.

3.1 PRE-COVER INSPECTION
For most projects, this is the first inspection. Components which will become an enclosed area upon completion are subject to pre-cover inspection. If the Letter Of Intenthas identified the project as a fast built kit then only the assemblies that are closed at the factory by the original kit supplier and identified as such on the shipping documents are not subject to pre-cover inspection.

When all components have been inspected (fuselage, wings, ailerons, flaps, elevators and rudder), the inspector will indicate on the Inspection report (form C21) that the project is eligible to proceed to the final inspection.

Alternatively, the builder may wish to divide his project into major components (fuselage, wings, empennage...etc) and proceed to inspect each one separately. In each case, the inspector will indicate on Inspection report (form C21)  which component has been inspected and considered complete. This is more costly than a single pre-cover inspection, but it provides a flexible alternative to many builders. When all the components have been inspected, the builder will be given permission to proceed to the final inspection.
When the pre-cover inspection is complete and the builder has been given permission to proceed to the final inspection, the inspector will sign, date and give the builder the Application for Registration Marks document. The builder will use this document to request, from Transport Canada, the Matriculation Letters pertaining to his aircraft. The builder can view the available registration mark by accessing Available registration marks search and follow the procedure.

NOTE: An inspection has to be completed before another inspection can be requested. ALL components of ALL aircraft have to go through the pre-cover inspection.

3.2 FINAL INSPECTION
The final inspection is a mixture of physical inspection, legal inspection and documentation. The builder must have on hand the Certificate of Registration for his aircraft before the inspection can be performed. The final inspection is done when the aircraft is fully completed, fuelled, and in all respects ready for flight except that all cowlings, covers, inspection opening, fairings,etc. have been removed for inspection. The inspection must be performed at the declared base of operations for the aircraft.

The Inspection Request and Fee should be mailed to the MD-RA at least 2 months in advance of the anticipated inspection date. MD-RA will send a series of documents to the builder.  The first step is to find and fill-in the documents listed in the Procedure to Obtain a Certificate of Registration Prior to Final Inspection (C16E) and mail the package to Transport Canada Licensing, in your region. Transport Canada will then issue the Certificate of Registration for the aircraft. This marks the birth of a new Canadian aircraft. At this point the builder should contact the assigned inspector to select a date for the final inspection.

The builder must fill-in, prepare and perform all the tests and complete all the required documentation. The documentation must be ready prior to the final inspection. The inspector is expected to review the Certificate of Registration, compare it with data plate and review all the required documentation before proceeding with the physical inspection.

When the inspection has been completed, the inspector will give the builder a copy of the Inspection Report (C21), with all deficiencies listed. The builder must correct the listed deficiencies and, on the reverse side of the Inspection Report (C21), must explains in detail how each deficiency has been corrected. The builder must sign and date the report as having done so. The documentation must be completed and given to the inspector. The inspector will review the completed file. When satisfied, the inspector will send the file to the Regional Peer Reviewer. The Peer Reviewer will perform a quality control inspection on the file. It is the responsibility of the Peer Reviewer to ensure that the file is complete and meets the standards of Transport Canada for an aircraft file. The Peer Reviewer will then mail the Special Certificate of Airworthinessand the Operating Conditions to the builder. The last step in the process is the mailing of the file to Transport Canada. The mandate of the MD-RA is terminated and the builder must now look to Transport Canada to obtain the information to continue operating his aircraft.

3.3 OPERATING CONDITIONS
The Special Certificate of Airworthiness gives the builder the permission to operate his aircraft within the stated imposed Operating Conditions. The Operating Conditions define the restrictions that the builder must abide with during the specified period, (Part V - Standard 507 Appendix D - Standardised Operating Conditions and Limitations Para. 3 & 4 (1)).  During the period the builder must correct every discrepancy discovered as the result of operating his aircraft. The builder must log the flying time, the problems discovered and the applicable corrections. The builder can seek help in correcting certain deficiencies but the builder is the only person allowed to sign the log book. During the period the builder must perform the climbing test, as per the Amateur Built Climb Test Report. When the aircraft is free of any snags, the Climb test has been performed and the aircraft has logged as least 25 trouble free hours, the builder must submit the following documents to the local Transport Canada Centre;

  1. Climb Test report (the required forms were included in the final inspection package).
  2. Proof of a minimum of 25 hours of trouble free, continuous Air Time.  (Aircraft Journey Log).
  3. Copy of the initial Operating Conditions.
  4. Letter requesting re-issue of new Operating Conditions.