If your really lucky some of the concord engineers might post pics of the cracks in concord's structural frame which it operated with perfectly safely for many years. Perfectly safe to fly with only small cracks in the wing spars The owner who let you fly it with the known defect, would probably expect you to pay for it when his insurance would not. Letting alone your safety, is flying an aircraft with a known defect worth the legal and insurance risk? If it is not legal, it is not insured. (6) the structure of seats, harnesses, or their means of attachment? (5) a containment or restraint system intended for occupants or the storage of items of mass (e.g. This might involve the installation of an item of mass that would necessitate a structural re-evaluation. (4) the mass distribution in a structural element? (3) the strength or structural stiffness of a pressure vessel? (2) a life-limited part or a structural element that is subject to a damage tolerance assessment or fail-safe evaluation?
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(1) a principal component of the aircraft structure such as a frame, stringer, rib, spar, skin or rotor blade? The questions contained in this paragraph shall be applied to alterations of an airframe, engine, propeller, or component. So, it would appear that there flight in the aircraft would not be permitted at all, and there is no choice that the pilot must legally make an entry in the log book.Īs for structure, Unless the pilot is actually qualified and willing to make a formal declaration that the "structural issue" does not cross any of the lines in the following guidance, he/she would be a fool to fly the plane, because by flying it, the pilot has declared it to be airworthy for the knowledge they have of it, and not in conflict with the standards of airworthiness, which include the following: (i) the fuel quantity in each main fuel tank," "(j) a means for the flight crew, when seated at the flight controls to determine Where (1e) refers to "these regulations", the appropriate line would be: (c) an entry recording the actions referred to in paragraphs (a) and (b) is made in the journey log, as applicable." (b) the appropriate placards are installed as required by the Aircraft Equipment and Maintenance Standards and
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(a) where the unserviceable equipment is not removed from the aircraft, it is isolated or secured so as not to constitute a hazard to any other aircraft system or to any person on board the aircraft (2) Where a minimum equipment list has not been approved in respect of the operator of an aircraft and the aircraft has equipment, other than the equipment required by subsection (1), that is not serviceable or that has been removed, no person shall conduct a take-off in the aircraft unless (c) an air operator certificate, a private operator certificate, a special flight operations certificate or a flight training unit operating certificate
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(b) any equipment list published by the aircraft manufacturer respecting aircraft equipment that is required for the intended flight (a) the standards of airworthiness that apply to day or night VFR or IFR flight, as applicable "Unserviceable and Removed Equipment - Aircraft without a Minimum Equipment ListĦ05.10 (1) Where a minimum equipment list has not been approved in respect of the operator of an aircraft, no person shall conduct a take-off in the aircraft with equipment that is not serviceable or that has been removed, where that equipment is required by If the aircraft were to be flown in Canada, the following regulation would apply: