Civil Aviation Authority of The Philippines

Civil Aviation Authority
of the Philippines
HISTORICAL BACKGROUND
• Legislative Act No. 3909 passed by the Philippine Legislative on November
20, 1931 created an Office under the Department of Commerce and
Communications to handle aviation matters, particularly the enforcement
of rules and regulations governing commercial aviation as well as private
flying. It was amended by Act 3996 to include licensing of airmen and
aircraft, inspection of aircraft concerning air traffic rules, schedules and
rates and enforcement of Aviation Laws.
• From 1932 to 1936, there were no standard procedures as to the licensing

of airmen, registration of aircraft and recording of various aeronautical
activities connected with commercial aviation. There were attempts made
to register planes and their owners without ascertaining their
airworthiness and to record names of pilots, airplane mechanics and other
details.
• In 1933, the office of Technical Assistant of Aviation matters was enlarged into
the Aeronautics Division under the Department of Commerce and Industry, the
functions of which were embodied in Administrative Order No. 309, a joint
Bulletin issued by the Department of Public Works and Communications and the
Department of Finance.
• In October, 1934 Act 4033 was passed to require a franchise from the Philippine
government in order to operate an air service and to regulate foreign aircraft
operations.
• On November 12, 1936, the Philippine Legislative passed Commonwealth Act

No. 168, better known as the Civil Aviation Law of the Philippines which created
the Bureau of Aeronautics. After the liberation of the Philippines in March,
1945, the Bureau was reorganized and placed under the Department of National
Defense. Among its functions was to promulgate Civil Aviation Regulations.
• On October, 1947, Executive Order No. 94 which reorganized the government
transferred Bureau of Aeronautics to the Newly created Department of
Commerce and Industry and renamed Civil Aeronautics Administration (CAA).
• On June 5, 1948, Republic Act 224 created the National Airports Corporation
which was charged with the management and operations of all national
airports.
• On June 20, 1952, Republic Act No. 776, otherwise known as the Civil
Aeronautics Act of the Philippines reorganized the Civil Aeronautics Board and
the Civil Aeronautics Administration. It defined the powers and duties of both
agencies including the funds, personnel and the regulations of Civil Aviation.
• On October 19, 1956, Executive Order No. 209 placed the Civil Aeronautics
Administration under the administrative supervision and control of the
Department of Public Works, Transportation and Communications.
• On January 20, 1975, Letter of Instruction No. 244 transferred to the
Department of Public Highways the responsibilities relative to airport
plans, designs, construction, improvement, maintenance as well as site
acquisition. The responsibilities related to location, planning design and
funding were later returned to the CAA.
• On July 23, 1979, Executive Order No. 546, the CAA was renamed the
Bureau of Air Transportation (BAT) and placed under the Ministry of
Transportation and Communications.
• On April 4, 1987, Executive Order No. 125 renamed the Bureau of Air
Transportation the Air Transportation Office headed by the Assistant
Secretary of Air Transportation.
• On March 4, 2008, Republic Act No. 9497 renamed the Air Transportation
Office the Civil Aviation Authority of the Philippines headed by the Director
General of Civil Aviation.
FORMS
PHILIPPINE AVIATION INCIDENT REPORTING SYSTEM
ICAO recommends in Annex 13 Chapter 8, that a State should

establish a voluntary non-punitive incident reporting system that affords
protection to the sources of the information. The purpose of such a system
is to optimize the gathering of safety information.
The objective of this system is to promote accident prevention by

analysis of safety data gathered from concerned aviation stakeholder thru
prompt exchange of information. It is recommended under Annex 13 that a
State shall establish a voluntary incident reporting system to facilitate the
collection of information on actual or potential safety deficiencies that may
not be captured by the mandatory incident reporting system.
While the mandatory reporting of accidents and incidents will often
result in investigations and safety recommendations, many incidents that have
potential in helping to enhance safety go unreported. Very often, individuals
involved in or who have knowledge on such incidents did not make a report for
fear of punitive action by the authorities. Thus, many opportunities to learn
from the incidents, and to prevent incidents, are lost.
This voluntary incident reporting system is intended as a significant part

of the State Safety Program (SSP) and shall be highly encouraged within the
Safety Management System (SMS) of every aviation organization certified by
CAAP.
The CAAP-AAIIB has developed and currently implements a voluntary,
non-punitive confidential incident reporting system to be called the Philippine
Aviation Incident Reporting System (PAIRS). PAIRS shall be a channel for the
reporting of aviation incidents and safety deficiencies while protecting the
reporter’s identity. However, a report must not be anonymous or contain
unverifiable information. A reporter must provide contact details to the
Program Manager.
A voluntary occurrence report under PAIRS is that report made by a

person or organization that is not required to report in accordance with the
requirements of the regulation. The occurrences reported and trends
developed shall be retained in a limited format which removes information
and data which likely identifies the person reporting.
The principal aim of PAIRS is to enhance aviation safety through the
collection of feedback on incidents that would otherwise not be reported
through other channels or that may appear minor, but which nevertheless can
allow others to learn from the reporter’s experience and even lead to changes
in procedures or design. However, the program does not obviate the need for
mandatory reporting of aircraft accidents and incidents to the relevant
authorities under the existing law.
The PAIRS focuses on systems, human factors, procedures and

equipment, rather than on individuals. The areas covered by the program
include: departure/en route/ approach/landing operations, ATC operations,
ATC equipment and navigation aids, crew and ATC communications, aircraft
cabin operations, aircraft ground operations, movement on the airport, near
midair collisions, aircraft maintenance and record keeping, safety-related
passenger and cargo operations, fueling operations, airport conditions or
services and any other aviation-safety related issues.
PAIRS will be a means for flight and cabin crew members, air traffic controllers,
licensed aircraft engineers, employees of approved maintenance organizations,
employees of approved design and manufacturing organizations, airport
operators, airport employees, and individuals involved in general aviation to
contribute to safety enhancement through their reporting on actual or potential
discrepancies and deficiencies that involve safety of aviation operations.
A System Manager is designated to administer the PAIRS and to read and

process the reports. Only the Program Manager can read and process the
reports.
Once a report has been processed (i.e. clarification obtained from the reporter;
information validated and de-identified and captured in the database), the
report will be returned to the reporter and no copy of the report will be created
or retained. After the return of the report, the System Manager will have no
more reference to the reporter and will not be able to contact the reporter.
Relevant de-identified reports and extracts will be evaluated to
apportion standard safety recommendations that will be shared with the
aviation community periodically, so that all can learn from the experiences and
that the relevant authorities and parties can review their policy and plan for
improvements. However, if the content of a report suggests a situation or
Relevant de-identified reports and extracts will be evaluated to apportion
standard safety recommendations that will be shared with the aviation
community periodically, so that all can learn from the experiences and that the
relevant authorities and parties can review their policy and plan for
improvements. However, if the content of a report suggests a situation or
condition that poses an immediate or urgent threat to aviation safety, the report
will be handled with priority and referred, after de-identification, to the relevant
organizations with recommended safety corrective action as soon as possible to
enable them to take the necessary safety action.
Guidelines in reporting using PAIRS Form:
For Flight Occurrence: The location of aerodrome (ex. Manila Domestic airport)
approximate ground reference (ex. over Calapan) and phase of flight wherein the
unsafe act or condition happened.
Non-Flight Occurrence: The location of aviation related facility (ex. Hangar, ramp, office,
etc) where the unsafe act or condition happened or was observed.
The reporter is encouraged to fill up other blocks in the format that he/she considers
relevant to the specific occurrence, including the block intended for narrative to
expound relevant matters and present suggestions to prevent similar occurrences or to
correct the unsafe condition/s.
You may send your report directly via email to the Program Manager or you may also request for initial discussion on the PAIRS
program before making a report.
PAIRS Program Manager
REINEER Y. BACULINAO
Office No.: (+632) 944 2142
Email: rybaculinao@caap.gov.ph
Aircraft Operator Certificate
An air operator certificate (AOC), sometimes alternatively described as
an Air Operator Permit (AOP), is the approval granted from a national aviation
authority (National Aviation Authority (NAA)) to an aircraft operator to allow it
to use aircraft for commercial purposes. This requires the operator to have
personnel, assets and systems in place to ensure the safety of its employees
and the general public. This document will as a minimum detail the aircraft
types which may be used, for what purpose and in what geographic region.
the General rules for Air Operator Certification.
An AOC specifies the:
(a) Name and location (principal place of business) of the

operator;
(b) Date of issue and period of validity;
(c) Description of the type of operations authorised;
(d) Type(s) of aeroplane(s) authorised for use;
(e) Registration markings of the authorised aeroplane(s) except
that operators may obtain approval for a system to inform the
Authority about the registration markings for aeroplanes
operated under its AOC;
(f) Authorised areas of operation;
(g) Special limitations; and
(h) Special authorisations/approvals e.g.:
•CAT II/CAT III (including approved minima)
•Minimum Navigation Performance Specifications (MNPS)
•Extended Range Twin Engine Operation
•Area Navigation Systems
•Reduced Vertical Separation Minima (RVSM)
•Transportation of Dangerous Goods. (IR-OPS SPA.DG),
(Appendix 1 to EU-OPS 1.175)
Categories:
AOCs can be granted for one or more of the following activities:
• Aerial surveying
• Aerial spotting
• Agricultural operations
• Aerial photography
• Aerial advertising
• Fire fighting
• Air ambulance or aeromedical
• Flight Training
• Charter
• Public transport
Requirements
• The requirements for obtaining an AOC vary from country to country, but are
generally defined as:
• Sufficient personnel with the required experience for the type of operations
requested,
• Airworthy aircraft, suitable for the type of operations requested,
• Acceptable systems for the training of crew and the operation of the aircraft
(Operations Manual)
• A quality system to ensure that all applicable regulations are followed,
• The appointment of key accountable staff, who are responsible for specific safety
critical functions such as training, maintenance and operations,
• Carriers Liability Insurance (for Airlines) - Operators are to have sufficient
insurance to cover the injury or death of any passenger carried.
• Proof that the operator has sufficient finances to fund the operation
• The operator has sufficient ground infrastructure, or arrangements for the

supply of sufficient infrastructure, to support its operations into the
aerodromes requested.
• The certificate is held by a legal person who resides in the country or region of
application (for EASA)

Civil Aviation Authority of The Philippines

Uploaded by

Copyright:

Available Formats

Civil Aviation Authority of The Philippines

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Civil Aviation Authority of The Philippines

Uploaded by

Copyright:

Available Formats

Civil Aviation Authority

• From 1932 to 1936, there were no standard procedures as to the licensing

• On November 12, 1936, the Philippine Legislative passed Commonwealth Act

ICAO recommends in Annex 13 Chapter 8, that a State should

The objective of this system is to promote accident prevention by

This voluntary incident reporting system is intended as a significant part

A voluntary occurrence report under PAIRS is that report made by a

The PAIRS focuses on systems, human factors, procedures and

A System Manager is designated to administer the PAIRS and to read and

(a) Name and location (principal place of business) of the

• Airworthy aircraft, suitable for the type of operations requested,

• A quality system to ensure that all applicable regulations are followed,

• The operator has sufficient ground infrastructure, or arrangements for the

You might also like