CAAP

The Civil Aviation Authority of the Philippines is the national aviation authority of
the Philippines and is responsible for implementing policies on civil aviation to assure
safe, economic and efficient air travel. The agency also investigates aviation
accidents via its Aircraft Accident Investigation and Inquiry Board. Formerly Air
Transportation Office, it is a government-owned and controlled corporation
attached to the Department of Transportation and Communications for the purpose
of policy coordination.

Society of Aerospace Engineers of the Philippines

The Society of Aerospace Engineers of the Philippines' is an organization conceived
to work for the promotion and advancement of Aeronautical Engineering in
the Philippines. It is a leading catalyst in the development of aviation industry in the
country.
History
In the year 1950, fifteen individuals headed by Dr. Gregorio Y. Zara of FEATI
University formed a society of Aeronautical Engineers of the Philippines, for working
of the promotion, professionalization and advancement of the career in the
Philippines as their main objective. The society was registered with the Securities
and Exchange Commission on April 28, 1950. Since Aeronautical Engineers were
few in number at that time, some of the members of the organization were products
of foreign schools, and some were from the pre-war FEU and FEATI. Very few of
them were absorbed to airlines and most were teaching. They were frequently
mistaken as pilots and aircraft technicians. Furthermore, no law is regulating for the
practice of Aeronautical Engineering in the country.
Vision and Mission
The organization envisions that "Society of Aerospace Engineers of the Philippines
shall be geared towards the pursuit for recognition in the international aviation
community. It shall accelerate the development of high-leveled Aeronautical
Engineers to make them productive members of the Society." With this is their
mission, which is to develop and advance Aeronautical Engineering profession
towards its recognition in the international aviation industry through the following
guidelines:

Harmonious relationship among its members.

Recognition of government agencies and non-governmental organizations.

Advocacy of international linkages.

Enhancement and promotion of the global competitiveness of

the Filipino Aeronautical Engineering professional.

Characteristic
The organization has worked to uplift the profession and to pursue recognition in the
international aviation through the introduction of reforms and development of
programs for the desire of young engineers and students on the exciting field of
aircraft manufacturing research, operation, maintenance and engineering. The
organization also serves as a medium in accelerating the development of high-level
aeronautical engineers to be a productive member of the society. The organization
also provides education, information services and extends technical assistance to
more than 1000 members.
Membership
Types

Fellow member - Entitled for a life membership status by paying the sum of
P5,000 as a membership fee for life. Must be a regular member of good standing
for at least fifteen years and either be:
1. A recipient of an achievement or other national/international award for
achievement in aerospace science and technology. Also an active member of
another professional, civic or research, or
2. A member of the Board of Aeronautical Engineering of the Professional
Regulation Commission.

Regular member - Must have completed a Bachelor of Science of Degree or a

Higher Academic Degree Course in Aeronautical/Aerospace Engineering and a
registered Aeronautical Engineer in thePhilippines.

Associate member - must have completed a Bachelor of Science Degree or a

Higher Academic Degree Course in Aeronautical/Aerospace Engineering but not
yet registered.

Honorary member - upon unanimous approval of the Board of Directors, to

the individual who has valuable contributions or is highly capable of contributing
immensely to the advancement of aerospace science and technology in
the Philippines.

Affiliation
The SAEP is an active member of the Philippine Technological Council (PTC), an
umbrella organization of 14 accredited organizations in the country whose common
goal is to: "create a confederated league wherein all technological associations can
participate and concur in the promotion and provision of quality service and better life
for the Filipino people and better future for the nation."
British Aircraft Corporation
The British Aircraft Corporation (BAC) was a British aircraft manufacturer formed
from the government-pressured merger ofEnglish Electric Aviation Ltd., VickersArmstrongs (Aircraft), the Bristol Aeroplane Company and Hunting Aircraft in 1960.
Bristol, English Electric and Vickers became "parents" of BAC with shareholdings of
40%, 40% and 20% respectively. BAC in turn acquired the share capital of their
aviation interests and 70% of Hunting several months later.[1] Its head office was on
the top floors of the 100Pall Mall building in the City of Westminster, London.[2][3]

Air Traffic Organization

The Air Traffic Organization (ATO) is the operational arm of the FAA. It is responsible
for providing safe and efficient air navigation services to 30.2 million square miles of
airspace. This represents more than 17 percent of the world's airspace and includes
all of the United States and large portions of the Atlantic and Pacific Oceans and the
Gulf of Mexico.
Our stakeholders are commercial and private aviation and the military. Our
employees are the service providers the 35,000 controllers, technicians, engineers
and support personnel whose daily efforts keep aircraft moving safely through the
nation's skies.
Aviation is essential to our way of life and is a driving force in our economy. Entire
industries rely on the successful operation of the national airspace system. Aviation
accounts for 11 million jobs and is responsible for more than 5 percent of our gross
domestic product.
The U.S. air traffic system is experiencing the safest period in its history. This is the
result of the ATO's robust safety culture. With the implementation of its proactive
Safety Management System, the ATO is now able to identify precursors of risk before
there is a safety problem.

European Aviation Safety Agency

The European Aviation Safety Agency (EASA) is an agency of the European
Union (EU) with regulatory and executive tasks in the field of civilian aviation safety.
Based in Cologne, Germany, the EASA was created on 15 July 2003, [1] and it
reached full functionality in 2008, taking over functions of the Joint Aviation
Authorities (JAA). European Free Trade Association (EFTA) countries have been
granted participation in the agency.
The responsibilities of EASA include to analysis and research of safety, authorising
foreign operators, giving advice for the drafting of EU legislation, implementing and
monitoring safety rules (including inspections in the member states), giving typecertification of aircraft and components as well as the approval of organisations
involved in the design, manufacture and maintenance of aeronautical products.
As part of Single European Sky II the agency have been given additional tasks.
[2]
These will be implemented before 2013. Amongst other things, EASA will now be
able to certify Functional Airspace Blocks if more than three parties are involved.
Differences from JAA[edit]
The JAA was headquartered at Hoofddorp, North Holland. One difference between
EASA and JAA is that EASA has legal regulatory authority within the European Union
(EU) through the enactment of its regulations through the European
Commission, Council of the European Union and European Parliament, while most
of the JAA regulatory products were harmonised codes without direct force of law.
Also, some JAA nations such as Turkey were outside the EU whereas by definition,
EASA is an agency of the EU and other nations adopt its rules and procedures on a
voluntary basis.
Jurisdiction[edit]
EASA has jurisdiction over new type certificates and other design-related
airworthiness approvals for aircraft, engines, propellers and parts. EASA works with
the National Aviation Authorities (NAAs) of the EU members but has taken over
many of their functions in the interest of aviation standardisation across the EU and
non-EU member Turkey.[3] EASA is also responsible for assisting the European
Commission in negotiating international harmonisation agreements with the 'rest of
the world' (ROW) on behalf of the EU member states and also concludes technical
agreements at a working level directly with its counterparts around the world such as
the US Federal Aviation Administration (FAA). EASA also sets policy for aeronautical
repair stations (Part 145 organisations in Europe and the US also known as Part
571 organisations in Canada) and issues repair station certificates for repair stations
located outside the EU (which permits foreign repair stations to perform work
acceptable to the European Union on EU aircraft). EASA has developed regulations
for air operations, flight crew licensing and non-EU aircraft used in the EU and these
shall apply after the required European legislation to expand the Agency's remit
enters into force (the legislation was published on 19 March 2008 [4])
Member states[edit]
In addition to the member states of the union, the countries part of the European
Free Trade Association (EFTA), i.e. Liechtenstein, Norway, Switzerland and Iceland,
have been granted participation under Article 66 of the Basic Regulation and are

members of the Management Board without voting rights. [5] There are also numerous
working relationships with other authorities.[6]
Regulations[edit]
Certifying staff[edit]
In Europe, Aircraft Maintenance Certifying Personnel have to comply to Part-66
Certifying Staff of the EASA.
Part-66 was based on the older JAR system and the required training level followed
the ATA 104 system. There are 3 levels of authorisation:
Category A (Line Maintenance Certifying Mechanic [LMCM]): Basic A category
Licence + Task Training (Level depends on Task Complexity) + Company
Certification Authorization for specific Tasks ("A category A aircraft maintenance
licence permits the holder to issue certificates of release to service following minor
scheduled line maintenance and simple defect rectification within the limits of tasks
specifically endorsed on the authorisation. The certification privileges shall be
restricted to work that the licence holder has personally performed in a Part-145
organisation"),
Category B1 (Mechanical) and/or B2(Avionics) (Line Maintenance Certifying
Technician [LMCT]): Basic B1/B2 category Licence + Type Training (i.e. Line and
Base Maintenance I.A.W. Part-66 Appendix III Level III) + Company Certification
Authorization ("a category B1 aircraft maintenance licence shall permit the holder to
issue certificates of release to service following maintenance, including aircraft
structure, powerplant and mechanical and electrical systems. Replacement of
avionic line replaceable units, requiring simple tests to prove their serviceability, shall
also be included in the privileges. Category B1 shall automatically include the
appropriate 'A' subcategory", a Category B2 aircraft maintenance licence shall permit
the holder to issue certificates of release to service following maintenance on avionic
and electrical systems").
Category C (Base Maintenance Certifying Engineer [BMCE]): Basic C category
licence + Type Training (Line & Base Maintenance i.a.w. Part-66 Appendix III, Level
III for the first Type Rating and Part-66 Level I training for subsequent Aircraft Types
of similar technology, otherwise Level III training) + Company Certification
Authorization ("a category C aircraft maintenance licence shall permit the holder to
issue certificates of release to service following base maintenance on aircraft. The
privileges apply to the aircraft in its entirety in a Part-145 organisation").
A significant difference between the US and the European systems is that in the
United States, aircraft maintenance technicians (Part 65 Airframe and Powerplant
Mechanics) are permitted to work under their own certificates and approve their own
work for return to service. European Part 66 certificate holders are required to
perform their functions under the aegis of a Part 145 organisation for Transport
Category and Large (MTOM>5700 kg) Airplanes. The part 145 organisation in the
EASA system has the authority to approve for return to service. Many non-European
countries have been moving toward the European approach, most notably Canada
(See Part 571 of the Canadian Aviation Regulations).

Maintenance organisation approval[edit]

To obtain approval to be an aeronautical repair station, an organisation must write,
submit and keep updated a Maintenance Organisation Exposition (MOE). To support
their MOE they must have a documented set of procedures. Thirdly the organisation
must have a compliance matrix to show how they meet the requirements of Part-145.
Continuing airworthiness[edit]
EASA Part-M consists of several subparts. The noteworthy subparts are F
(Maintenance for aircraft below 5700 kg in non commercial environment), G
(Continuing Airworthiness Management Organization = CAMO, coordinating the
compliance of aircraft with maintenance program, airworthiness directives and
service bulletins) the airworthiness code is available on the EASA website
([easa.europa.eu]) in the regulations section.
Training organisation requirements[edit]
To go with Part-66 on the issuing of licences is the larger area of setting up and
gaining approval for a training school for aircraft mechanics and technisians. Part147 governs the larger situation of establishing such a training organisation. To
obtain approval to be an aeronautical training organisation, an organisation must
write, submit and keep updated a Maintenance Training Organisation Exposition
(MTOE). To support their MTOE they must have a documented set of procedures.
Thirdly the organisation must have a compliance matrix to show how they meet the
requirements of Part-147.
Design organisation approval[edit]
Design Organisation means an organisation responsible for the design of aircraft,
aircraft engines, propellers, auxiliary power units, or related parts and appliances,
and holding, or applying for, type-certificates, supplemental type-certificates,
changes or repairs design approvals or ETSO Authorisations. A design organisation
holds DOA (Design Organisation Approval) or, by way of derogation, Alternatives
Procedures to DOA. A DOA-List enlisting all companies holding DO Approval with
their capabilities can be downloaded from the EASA web-site.
Part 21 requirements for Design Organisation Approvals and Production
Organisation Approvals, as described in Regulation (EC) 748/2012 on 'Implementing
Rules' the safety of aircraft should be tested every flight course and the engineers
should be educated in every three months with strong courses.
Production organisation approval[edit]
A part built for an aircraft can be certificated with an One as approved for a
particular aircraft type once it has been installed as prototype to an aircraft and has
been certificated by a Design Organisation with a Minor Change Approval, a
Supplemental Type Certificate (STC) or a Type Certificate (TC).
Safety analysis and research activities[edit]
The work of the European Aviation Safety Agency centres on ensuring the highest
levels of civil aviation safety, through certification of aviation products, approval of
organisations to provide aviation services, development and implementation of a
standardised European regulatory framework.
These tasks are supported by:

coordination of internal and external safety improvement initiatives. For

instance the European Strategic Safety Initiative (ESSI) is an aviation safety
partnership between EASA, other regulators and the industry aiming to further
enhance safety for citizens in Europe and worldwide through safety analysis,
implementation of cost effective action plans, and coordination with other safety
initiatives worldwide.

providing reports concerning the safety of European and worldwide aviation,

focal point for coordination of aviation accident investigation safety

recommendations.
Annual safety review[edit]
EASA is tasked by Article 15(4) of Regulation (EC) No 216/2008 of the European
Parliament and of the Council of 20 February 2008 to provide a review of aviation
safety on an annual basis.
The Annual Safety Review[7] presents statistics on European and worldwide civil
aviation safety. The statistics are grouped according to type of operation, for instance
commercial air transport, and aircraft category, such as aeroplanes, helicopters,
gliders etc. EASA had access to accident and statistical information collected by
the International Civil Aviation Organisation (ICAO). States are required, according to
ICAO Annex 13 on Aircraft Accident and Incident Investigation, to report to ICAO
information on accidents and serious incidents to aircraft with a maximum certificated
take-off mass (MTOM) over 2250 kg. Therefore, most statistics in this review
concern aircraft above this mass. In addition to the ICAO data, a request was made
to the EASA Member States to obtain light aircraft accident data. Furthermore, data
on the operation of aircraft for commercial air transport was obtained from both ICAO
and the NLR Air Transport Safety Institute.[8]
Certification[edit]
On 28 September 2003, the EASA took over responsibility for the airworthiness and
environmental certification of all aeronautical products, parts, and appliances
designed, manufactured, maintained or used by persons under the regulatory
oversight of EU Member States.
The Certification work also includes all post-certification activities, such as the
approval of changes to, and repairs of, aeronautical products and their components,
as well as the issuing of airworthiness directives to correct any potentially unsafe
situation.
All type-certificates are therefore now issued by the EASA and are valid throughout
the European Union. It also carries out the same role for foreign organisations
involved in the manufacture or maintenance of such products. The EASA relies on
national aviation authorities who have historically filled this role and concludes
contractual arrangements to this effect.
Aircraft classification[edit]
EASA defines several classes of aircraft, each with their own ruleset for certification
and maintenance and repair. [9]

A complex aeroplane is one with a MTOW of 5700 kg or more, OR with

seating for 19 passengers or more, OR requiring more than pilot, OR equipped
with (a) turbojet engine(s) or more than one turboprop engine. Thus, a single
turbo-prop could classify as non-complex.

Non-complex aircraft are further subdivided:

ELA2 for max. 2000 kg MTOW

ELA1 for max. 1200 kg MTOW

Separate rules exist for the classification of balloons and rotorcraft.

See also[edit]
Federal Aviation Administration
The Federal Aviation Administration (FAA) is the national aviation authority of the
United States, with powers to regulate all aspects of American civil aviation. These
include the construction and operation of airports, the management of air traffic, the
certification of personnel and aircraft, and the protection of US assets during the
launch or reentry of commercial space vehicles.
Major functions[edit]
The FAA's roles include:

Regulating U.S. commercial space transportation

Regulating air navigation facilities' geometric and flight inspection standards

Encouraging and developing civil aeronautics, including new aviation

technology
Issuing, suspending, or revoking pilot certificates

Regulating civil aviation to promote safety, especially through local offices

called Flight Standards District Offices

Developing and operating a system of air traffic control and navigation for
both civil and military aircraft

Researching and developing the National Airspace System and civil

aeronautics

Developing and carrying out programs to control aircraft noise and other
environmental effects of civil aviation
International Air Transport Association

The International Air Transport Association (IATA /at/[1]) is a trade

association of the worlds airlines. Consisting of around 260 airlines, primarily major
carriers, representing 117 countries, the IATA's member airlines account for carrying
approximately 83% of total Available Seat Kilometers air traffic.[2] IATA supports
airline activity and helps formulate industry policy and standards. It is headquartered
in Montreal, Canada with Executive Offices in Geneva, Switzerland. [3]
History[edit]
IATA was formed in April 1945 in Havana, Cuba. It is the successor to the
International Air Traffic Association, which was formed in 1919 at The Hague,
Netherlands.[4] At its founding, IATA consisted of 57 airlines from 31 countries. Much
of IATAs early work was technical and it provided input to the newly
created International Civil Aviation Organization (ICAO), which was reflected in the
annexes of the Chicago Convention, the international treaty that still governs the
conduct of international air transport today.
The Chicago Convention couldnt resolve the issue of who flies where, however, and
this has resulted in the thousands of bilateral air transport agreements in existence
today. The benchmark standard for the early bilaterals was the 1946 United StatesUnited Kingdom Bermuda Agreement.[5][6]
IATA was also charged by the governments with setting a coherent fare structure that
avoided cut-throat competition but also looked after the interests of the consumer.
The first Traffic Conference was held in 1947[7] in Rio de Janeiro and reached
unanimous agreement on some 400 resolutions.[8]
Aviation grew rapidly over the following decades and IATAs work duly expanded. It
transformed its trade association activities to take account of the new dynamics in
aviation, which was seeing increasing demand from the leisure sector. Price flexibility
became increasingly important and the United States led the way into deregulation in
1978.[9][10]
IATA has cemented its position as the voice of the aviation industry in recent years,
launching a number of important programs and lobbying governments in the wake of
successive crises. Despite its factual influence, the IATA is a trade group with no
legislative powers.[11]

International Civil Aviation Organization

The International Civil Aviation Organization (ICAO, pronounced /a
ke.o/; French: Organisation de l'aviation civile internationale, OACI), is
a specialized agency of the United Nations. It codifies the principles and techniques
of international air navigation and fosters the planning and development of
international air transport to ensure safe and orderly growth.[2] Its headquarters are
located in the Quartier International of Montreal, Canada.
The ICAO Council adopts standards and recommended practices concerning air
navigation, its infrastructure, flight inspection, prevention of unlawful interference,
and facilitation of border-crossing procedures for international civil aviation. ICAO
defines the protocols for air accident investigation followed by transport safety

authorities in countries signatory to the Convention on International Civil

Aviation (Chicago Convention).
The Air Navigation Commission (ANC) is the technical body within ICAO. The
Commission is composed of 19 Commissioners, nominated by the ICAO's
contracting states, and appointed by the ICAO Council. [3] Commissioners serve as
independent experts, who although nominated by their states, do not serve as state
or political representatives. The development of Aviation Standards and
Recommended Practices is done under the direction of the ANC through the formal
process of ICAO Panels. Once approved by the Commission, standards are sent to
the Council, the political body of ICAO, for consultation and coordination with the
Member States before final adoption.
ICAO is distinct from other international air transport organizations, like
the International Air Transport Association (IATA), a trade
association representing airlines; the Civil Air Navigation Services
Organisation (CANSO), an organization for Air Navigation Service
Providers (ANSPs); and the Airports Council International, a trade association
of airport authorities.
History[edit]
The forerunner to ICAO was the International Commission for Air
Navigation (ICAN).[2] It held its first convention in 1903 in Berlin, Germany but no
agreements were reached among the eight countries that attended. At the second
convention in 1906, also held in Berlin, 27 countries attended. The third convention,
held in London in 1912 allocated the first radio callsigns for use by aircraft. ICAN
continued to operate until 1945.[4][5]
Fifty-two countries signed the Convention on International Civil Aviation, also known
as the Chicago Convention, in Chicago, Illinois, on 7 December 1944. Under its
terms, aProvisional International Civil Aviation Organization (PICAO) was to be
established, to be replaced in turn by a permanent organization when 26 countries
ratified the convention. Accordingly, PICAO began operating on 6 June 1945,
replacing ICAN. The 26th country ratified the Convention on 5 March 1947 and,
consequently PICAO was disestablished on 4 April 1947 and replaced by ICAO,
which began operations the same day. In October 1947, ICAO became an agency of
the United Nations linked to the United Nations Economic and Social
Council (ECOSOC).[1][4]
In April 2013, Qatar offered to serve as the new permanent seat of the Organization.
Qatar promised to construct a massive new headquarters for ICAO and cover all
moving expenses, stating that Montreal "was too far from Europe and Asia", "had
cold winters," was hard to attend due to the refusal of the Canadian government to
provide visas in a timely manner, and that the taxes imposed on ICAO by Canada
were too high.[6] According to the Globe and Mail, Qatar's move was at least partly
motivated by the pro-Israel foreign policy of Canadian Prime Minister Stephen
Harper.[7][8] Approximately one month later, Qatar withdrew its bid after a separate
proposal to the ICAO's governing council to move the ICAO triennial conference to
Doha was defeated by a vote of 2214. [9][10][11]
Joint Aviation Authorities

The Joint Aviation Authorities, or JAA, was an associated body of

the ECAC representing the civil aviation regulatory authorities of a number
of European States who had agreed to co-operate in developing and implementing
common safety regulatory standards and procedures. It was not a regulatory body,
regulation being achieved through the member authorities.
In implementing the so-called FUJA Report, the JAA had entered into a new phase
as of 1 January 2007. In this new phase the former "JAA" had become "JAA T"
(Transition). JAA T consisted of a Liaison Office (JAA LO) and a Training Office
(JAA TO). The offices of JAA LO were located in the premises of European Aviation
Safety Agency (EASA) inCologne, Germany.
The JAA started as the Joint Airworthiness Authorities in 1970. Originally, its
objectives were only to produce common certification codes for large aeroplanes and
for engines in order to meet the needs of European industry and international
consortia (e.g., Airbus). After 1987 its work was extended to operations,
maintenance, licensing and certification/design standards for all classes of aircraft.
The adoption of the Regulation (EC) No 1592/2002 by the European Parliament and
the Council of the European Union (EU) and the subsequent establishment of
the EASAcreated a Europe-wide regulatory authority which has absorbed most
functions of the JAA (in the EASA Members states). With the introduction of the
EASA some non-EU members of the JAA became non-voting members of the EASA,
while others were completely excluded from the legislative and executive process.
[1]
Among the functions transferred is safety and environmental type-certification of
aircraft, engines and parts and approval. Additional responsibilities have been
subsequently added over time.
In 2009, JAA was disbanded. Only the training organisation, JAA-TO, remains.

Department of Transportation and Communications (Philippines)

The Department of Transportation and Communications (DOTC)
(Filipino: Kagawarn ng Transportasyn at Komunikasyn) is the executive
department of the Philippine government responsible for the maintenance and
expansion of viable, efficient, and dependable transportation and communications
systems as effective instruments for national recovery and economic progress.
The department is responsible for the country's land, air, sea and communications
infrastructure.
The headquarters is the Columbia Tower in Mandaluyong City, Metro Manila.[2]
The department will soon be renamed as the Department of Transportation, following
the signing into law of Republic Act No. 10844 or "An Act Creating the Department of
Information and Communications Technology", on May 20, 2016
Philippine Aerospace Development Corporation
The Philippine Aerospace Development Corporation (PADC) is a Philippine state
owned aerospace and defence technology corporation. The corporation was

established on September 5, 1973 through Presidential Decree (PD) 286 as

restructured and amended by P.D. 696. It developed the first indigenous Philippine
helicopter, the PADC Hummingbird.