Beruflich Dokumente
Kultur Dokumente
PUBLICATIONS,
FORMS, AND RECORDS
INTRODUCTION
Screwdrivers, wrenches, and sockets are some of the tools you use to maintain and repair aircraft. However,
another tool that must not be neglected consists of the publications and forms that serve as a guide and record for
your maintenance activities. For example, a typical transport aircraft contains many miles of electric wire for indicating, lighting, and control systems. Attempting to troubleshoot a maintenance problem without access to the
manufacturer's wiring manual would be a frustrating experience. A thorough knowledge of regulatory publica tions such as the Federal Aviation Regulations, and nonregulatory material such as manufacturer's manuals, is
every bit as important as the tools in your toolbox.
MAINTENANCE PUBLICATIONS
THE FEDERAL AVIATION
ADMINISTRATION
For more than 20 years after the Wright brothers
first flight, aviation was virtually an unregulated
industry. Anyone who wanted could design, build,
and fly an aircraft without obtaining approval from
the government. Predictably, the safety record of
early air transport was not very good, and the government responded by passing the Air Commerce
Act of 1926. The 1926 Act required registration of
aircraft and the licensing of pilots and mechanics.
In 1938, the Air Commerce Act was repealed and
replaced by the Civil Aeronautics Act. This law created the Civil Aeronautics Administration and Civil
Aeronautics Board which established and enforced
all regulations pertaining to civil aviation.
The Federal Aviation Act of 1958 repealed the Civil
Aeronautics Act and created the Federal Aviation
Agency. The agency was brought into the
Department of Transportation in 1967 and renamed
the Federal Aviation Administration (FAA).
Currently, the FAA is charged with the responsibility
of regulating and promoting civil aviation in the
United States. The FAA's powers and responsibilities
are quite broad, governing virtually every aspect of
aircraft manufacture, operation, and maintenance.
The primary regulatory tools of the FAA are the
Federal Aviation Regulations (FARs). When the
FAA wants to adopt a new rule or regulation, it formulates a proposal called a Notice of Proposed Rule
Making and publishes it in the Federal Register.
Comments and suggestions are then solicited from
the general public and interested parties. After a
prescribed comment period, the proposals are
adopted and printed in Title 14 of the Code of
Federal Regulations, thereby becoming federal law.
To help organize, the FARs are broken down into
separate sections, or parts. For example, FAR Part
65 prescribes the requirements, privileges, and limitations for certification of airmen other than flight
crewmembers, which includes aviation maintenance technicians.
MAINTENANCE FARS
Many regulations do not affect the maintenance
technician and require no discussion. Others, however, are of vital importance to technicians in the
performance of their duties. It is imperative for all
technicians to be familiar with these regulations,
and to follow them when exercising the privileges
of an A&P certificate. Some of the regulations concerning aircraft maintenance and inspection are
listed below:
1. FAR Part 01, Definitions and Abbreviations
2. FAR Part 13, Investigation and Enforcement
Procedures
3. FAR Part 21, Certification Procedures for
Products and Parts
4. FAR Part 23, Airworthiness Standards. Normal,
Utility and Acrobatic aircraft
5. FAR Part 25, Airworthiness Standards,
Transport Category Airplanes
6. FAR Part 27, Airworthiness Standards, Normal
Category Rotorcraft
7. FAR Part 33, Airworthiness Standards: Aircraft
Engines
8. FAR Part 35, Airworthiness Standards:
Propellers
9. FAR Part 39, Airworthiness Directives
10. FAR Part 43, Maintenance, Preventive
Maintenance, Rebuilding and Alterations
FAR PART 21
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If a TSO part is called for by the aircraft manufacturer, installation of a noncertified item can invalidate the aircraft's airworthiness certificate. The
FARs specify that it is the responsibility of the person or agency installing a part to verify that it conforms to the proper standard. Therefore, you must
make sure the hardware and appliances you install
on aircraft are certified.
Companies can obtain a parts manufacturing
approval (PMA) from the FAA to produce replacement parts. However, the manufacturer must prove
to the FAA that their product meets performance
and quality standards. Again, the installation of
nonapproved parts can affect the airworthiness of
the aircraft and lead to catastrophic failure. Always
check parts for TSO and PMA conformity.
FAR PART 23
74-4
2.
3.
4.
5.
6.
FAR PART 43
7.
8.
FAR 43.15 lists the performance criteria for performing inspections and specifically states that a
checklist which meets the minimum requirements
listed in FAR 43 Appendix D must be used for all
annual and 100-hour inspections. This, however,
does not preclude you from developing a more
extensive checklist or using one prepared by a
repair station or manufacturer. As long as the checklist covers the items listed in Appendix D it may be
used. Most major aircraft manufacturers provide
inspection checklists for their aircraft by type and
model number. These forms are readily available
through the manufacturer's representatives and are
highly recommended. They meet the minimum
requirements of Appendix D and contain many
details covering specific items of equipment
installed on a particular aircraft. In addition, they
often include references to service bulletins and letters which could otherwise be overlooked.
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governing the maintenance, preventive maintenance, and alteration of U.S. registered aircraft.
Unlike Part 43, Subpart E of Part 91 outlines the
inspections that must be performed on all aircraft.
Inspection of airframes, powerplants, and appliances is the single most effective way to identify
potential problems and ensure safe operation. As a
result, inspections are one of an aircraft maintenance technician's primary duties. The FAA
requires aircraft and their associated components to
be inspected regularly. The frequency of these
inspections depends on the type and use of the aircraft or component.
ANNUAL INSPECTIONS
FAR PART 65
FAR Part 65 discusses the certification requirements
as well as the privileges and limitations for aviation
maintenance technicians. Because of the amount of
pertinent information contained in Part 65, Chapter
15 is dedicated to discussing Part 65 in detail.
FAR PART 91
FAR Part 91 is entitled General Operating and Flight
Rules of which Subpart E contains the regulations
100-HOUR INSPECTION
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The operating hours are the primary consideration
for determining when the next 100-hour inspection
is due. As the name implies, a 100-hour inspection
is due 100 hours after the last 100-hour inspection
was completed, regardless of the date. However,
there is a provision for extending the 100-hour
interval, up to a maximum of 10 hours, to permit the
aircraft to fly to a place where the inspection can be
accomplished. However, when this is done, the
number of hours in excess of the 100-hour interval
are deducted from the next inspection interval. For
example, if a flight to a place where a 100-hour
inspection can be conducted takes the aircraft six
hours beyond the 100-hour inspection interval, the
next 100-hour inspection would be due in 94 hours.
In other words, the next inspection interval is shortened by the same amount of time the previous
inspection was extended.
PROGRESSIVE INSPECTIONS
A transponder is an electronic device aboard an aircraft that enhances the aircraft's identity on an air
traffic control (ATC) radar screen. Because of the
important role transponders play in safety, they
must be checked every 24 calendar months. This
requirement is spelled out in FAR 91.413 and testing of transponder equipment must be in accordance with FAR Part 43, Appendix E
EMERGENCY LOCATOR CHECK (ELT)
General
Procedural Rules
Aircraft
Airmen
Aircarriers, Air Travel Clubs, and Operators
for Compensation and Hire: Certification
and Operations
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Within the general subject areas are more specific
subjects that also have a subject number. For example, within the general subject of Aircraft, the specific subject of maintenance, preventive maintenance, and rebuilding and alterations is assigned
the number 43, which is also the number of the FAR
Part that covers maintenance.
One of the most popular Advisory Circulars for
maintenance technicians is in the AC43 series. AC
43.13-lB and -2A, Acceptable Methods, Techniques
and Practices is a highly technical publication covering most of the aircraft maintenance areas which
the A&P technician must service. It contains information on standard hardware and torque values,
acceptable repair methods, and inspection techniques. [Figure 14-1]
Another popular AC within the 43 series is AC43.91E which gives information on how to complete of
a Major Repair and Alteration Form (FAA Form
337). In particular, it lists FAA approved data
sources that can be used as a reference for major
repairs and alterations. Data obtained from
Airworthiness Directives, approved manufacturer's
instructions, Type Certificate Data Sheets,
Supplemental Type Certificates, and Technical
Standard Orders are considered approved.
Figure 14-1. The FAA issues Advisory Circulars to explain or
ADVISORY
CIRCULAR
ACCiPTABUE METHODS,
TECHNIQUES. M7 PRACTICES
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To improve aviation safety, the FAA gathers information on mechanical problems and difficulties
discovered by aviation maintenance technicians
working in the field. When encountering a new or
unusual maintenance problem, the technician is
requested to fill out and mail an FAA Form 8010-4
As previously discussed, new airframes, powerplants, and appliances are issued a type certificate
once they meet FAA approval. The type certificate
number assigned to the product is also used on the
Type Certificate Data Sheet (TCDS), which lists
technical and other information concerning the
product. The type certificate number, with the date
and revision number of the data sheet, is enclosed
in a box located in the upper right corner of the
data sheet.
AIRCRAFT SPECIFICATIONS
Prior to 1958, aircraft were certificated under the
Civil Air Regulations. These regulations specified
that information on certificated aircraft, engines,
and powerplants be listed in aircraft specifications.
The specifications were similar to Type Certificate
Data Sheets with the addition of an equipment list.
Many of the older specifications for one type aircraft
often required up to sixty or seventy pages of information in the equipment list. The necessity of
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
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A12CE
Revision 11
BEECH
6
0
A6
0
May 7,1973
6300
6400
6000
5600
5200
5000
128
130
132
134
136
138
140
INCHES
Empty wt. C.G. range
Maximum weight
Ramp weight
None
Takeoff and landing
6725 lb.
6819 lb.
Figure 14-2. A Type Certificate Data Sheet is issued to an aircraft when the FAA approves its design. The TCDS contains important
information for use in aircraft maintenance.
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-2-
No, of seats
Maximum baggage
(structural limit)
Fuel capacity
Oil capacity
(wet sump) Max.
operating limit
A12CE
Control surface
movements
Wing flaps
Aileron
Aileron tab (L.H. only)
Aileron tab anti-servo
Elevator
Elevator tab (L.H. only)
Elevator tab servo
Rudder
Rudder tab
Serial Nos. eligible
Datum
Leveling means
Certification basis
Production basis
Equipment
Figure 14-2. A Type Certificate Data Sheet is issued to an aircraft when the FAA approves its design. The TCDS contains important
information for use in aircraft maintenance, (continued)
14-11
-3-
NOTE I.
A12CE
Current weight and balance data including list of equipment included in certificated empty
weight and loading instructions when necessary must be provided for each aircraft at the
time of original certification.
The certificated empty weight and corresponding center of gravity locations must include
unusable fuel of 241b. at (+135).
NOTE 2.
The following placard must be displayed in front of and in clear view of the pilot:
"This airplane must be operated in the normal category in compliance with the operation
limitations stated in the form of placardst markings and manuals."
NOTE 3.
Fuselage pressure vessel structural life limit 13 refer to the latest revision of the
Airplane Flight Manual for mandatory retirement time.
NOTE 4.
Model 60 (S/N P-3 thru P-126 except P-123) when modified to Beech dwg. 60-5008 and
Model A60 (S/N P~l 23, P-127 and up) eligible for a masximum weight of 67751b.
NOTE 5.
A landing weight of 6435 lb. must be observed if 10 PR tires are installed on aircraft not
equipped with 60-810012-15 (LH) or 60-810012-16 (RH) shock struts.
END
Figure 14-2. A Type Certificate Data Sheet is issued to an aircraft when the FAA approves its design. The TCDS contains important
information for use in aircraft maintenance, (continued)
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MANUFACTURER'S PUBLICATIONS
AIRCRAFT LISTINGS
When the total number of any type aircraft, engine,
and propeller still on the aircraft registry falls below
fifty, its specifications and Type Certificate Data
Sheets are no longer published. Instead, their information is transferred to an aircraft, engine, or propeller listing as appropriate. Type approvals which
have expired, or for which the manufacturer no
longer holds a production certificate, are also transferred to the Listing Section.
SUPPLEMENTAL TYPE
CERTIFICATES
The FA A allows a product to deviate from the original configuration detailed on the Type Certificate
Data Sheet if it is modified according to data provided on a Supplemental Type Certificate.
Supplemental Type Certificates (STCs) are issued in
accordance with FAR Part 21, Subpart E, and are a
common method for approving the replacement of
an original engine with another model, modifying
an aircraft for a specific use such as short take off
and landing, or installing equipment not originally
certified on an aircraft.
Any individual or organization may apply for a
Supplemental Type Certificate, and an STC may be
issued to more than one applicant for the same
design change, providing each applicant shows
compliance with the applicable airworthiness
requirement. However, the applicant must show
sufficient proof that the alteration meets applicable
airworthiness requirements. This is normally
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Figure 14-3. Supplemental type certificates are available for aircraft owners who want to install an engine propeller, or appliance that
is not on the original Type Certificate.
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For repair of serious damage, structural repair manuals are used. These manuals contain detailed information for repair of an aircraft's primary and secondary structure. The repairs described in a structural repair manual are developed by the manufacturer's engineering staff, and thus are usually considered approved data by the FAA.
SERVICE BULLETINS AND NOTES
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Figure 14-4. To ensure uniformity in maintenance documentation, ATA codes are assigned t17 all aircraft systems and subsystems.
For example, all brake systems fall under the ATA 32-40 code.
FAA directives and the manufacturer's recommendations. In order to maintain control of the type of
repairs performed and the structural integrity of an
aircraft and its components, the FAA requires that a
record of all major repairs and alterations be
reported on FAA Form 337. Once completed, one
copy of the 337 form should be given to the aircraft
owner and a second copy should be sent to the local
Flight Standards District Office within 48 hours
after the aircraft is approved for return to service.
The front of a 337 form contains space for complete
identification of the aircraft, powerplant, or appliance, as well as the information concerning the aircraft owner or operator, the person making the
repairs, and the person approving the aircraft for
return to service. The form should be filled out in a
manner similar to the following recommendations.
1. AIRCRAFT: In this section you must fill in the
name of the aircraft manufacturer: (Piper
Aircraft Co., Cessna Aircraft Co., Beechcraft),
the aircraft's model designation, (Cherokee 140,
Cessna 150, 172), the aircraft's serial number as
it appears on the aircraft data plate, and the Nnumber appearing on the Owner's Aircraft
Registration Certificate.
2. OWNER: In this section the aircraft owner's
name and address must be inserted. This infor
mation is typically obtained from the aircraft
registration certificate.
3. FOR FAA USE ONLY: Do not write in this
space.
4. UNIT IDENTIFICATION: If a repair or alteration
was performed on an airworthy aircraft, no
entry is necessary. If the powerplant, propeller
or appliance is a serviceable item, not installed
on an aircraft at the present time, the identify
ing information must be entered in block #4,
and the form filed with the component until
such time as the item is installed on an airwor
thy aircraft. At the time of installation on an air
craft, blocks 1 and 2 can be filled in and the
form processed at that time.
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Figure 14-5. When performing an inspection, you must use a checklist that follows the requirements of FAR Part 43, Appendix D.
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The source of this information is the A&P technician performing the daily maintenance and inspection of aircraft. A simple postage-paid postcard form
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Figure 14-6. An FAA Form 337 is used to document major repairs and alterations to airframes, powerplants, propellers, and appliances.
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Figure 14-7. Aviation maintenance technicians perform a valuable service by using FAA Form 8010-4 Malfunction or Defect Reports.
This voluntary program gathers information on general aviation maintenance problems.
AIRCRAFT FORMS
To be considered airworthy, specific documents
must be carried on board an aircraft. While it is the
aircraft operator's responsibility to verify that these
items are present on the aircraft before each flight, it
is considered good practice for maintenance technicians to check for their presence during an annual
or 100-hour inspection. These documents can be
remembered by the acronym ARROW, which stands
for:
A 22 Airworthiness certificate. R
22 Registration certificate.
R 22 Radio station license (required only for
operations outside the U.S.). O 22 Operating
instructions. W 22 Weight and balance
information.
AIRWORTHINESS CERTIFICATE
REGISTRATION CERTIFICATE
A Certificate of Aircraft Registration, AC Form
8050-3, is issued by the FA A to an aircraft owner
when an aircraft is purchased. This registration
remains valid as long as the ownership remains the
same. Furthermore, the certificate of registration
must be present in the aircraft whenever the aircraft
is operated. [Figure 14-9]
RADIO STATION LICENSE
The Federal Communications Commission requires
all radio transmitters installed in aircraft to be registered and licensed if flight operations are conducted outside the United States. This radio station
license must be kept with the aircraft anytime a
radio transmitter is installed and operated during
international flights.
OPERATING INSTRUCTIONS
The operating limitations and instructions for a particular aircraft are located in an FAA-Approved
Airplane Flight Manual or Pilot's Operating
Handbook. The flight manual must be on board the
aircraft during flight. However, aircraft built prior to
March 1, 1979, were certified without an approved
flight manual and must have the operating limitations visible on placards, instrument markings, or
approved flight material.
WEIGHT AND BALANCE DATA
Since no two aircraft weigh the same, weight and
balance data must be kept with every aircraft. This
data must contain an equipment list that identifies
the weight and moment of each accessory added to
an aircraft. As discussed in Chapter 6, any modification or change to an aircraft or its installed equip-
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MAINTENANCE RECORDS
hi the past, the historical record of aircraft and engine
operating hours, maintenance actions performed, and
inspections accomplished on an aircraft and its powerplants were entered in the aircraft and powerplant
logbooks in chronological order. These logbooks typically consisted of bound volumes of simple forms.
Entries were made by maintenance personnel and by
the pilot/owner of the aircraft. These records were, in
many cases, intermixed making record research time
consuming and tedious.
The present requirements for aircraft records are
defined in FAR Part 91.417 and clearly state that the
aircraft owner is primarily responsible for maintaining an aircraft's required maintenance records.
However, as an aircraft technician you are required
to document any maintenance you perform.
Therefore, aircraft records are more of a shared
responsibility. Maintenance records are divided
into two categories: permanent records, which
must be kept with the aircraft as long as it is in service, and temporary records, which can be disposed of after a specified period of time.
PERMANENT RECORDS
Permanent records, as defined by FAR Part 91, are
those records which must be retained by the aircraft
owner until the aircraft is destroyed or permanently
removed from service. If the aircraft is sold, the permanent records must be transferred with the aircraft. The six types of records in this category are:
1. The total time in service of the airframe, each
engine, and each propeller.
2. The current status of life-limited parts of each
airframe, engine, propeller, and appliance.
3. The time since the last overhaul of all items on
the aircraft which are required to be overhauled
at a specified time interval.
4. The current inspection status of the aircraft and
the time since last inspection.
5. The current status of applicable Airworthiness
Directives (ADs), including the method of com
pliance, the AD number and revision date, and
the time and date when the next action is
required, if any.
6. Copies of any FAA Form 337 for each major
repair or alteration to the airframe and the cur
rently installed powerplants, rotors, propellers,
and appliances.
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These permanent records are maintained in several
different ways, depending on the size and complexity of the aircraft. For example, for small single
engine aircraft used by private individuals or for
flight training purposes, simple bound paper logbooks meet the record keeping requirements of FAR
Part 91. A separate logbook for the airframe, the
engine(s), and the propeller(s) must be maintained
in order to comply with the regulations.
The aircraft operating time in service requirements are tracked through the use of a recording
tachometer or electrically operated hour meter
(Hobbs meter) and the current operating time
should be periodically entered in the aircraft logbooks. By doing this, the inspection status of the
aircraft, as well as the time accumulated since the
the last inspection, are easily computed by reference to the time recorded at the last inspection.
The current status of life-limited parts installed
on the airframe, engine(s), propeller(s), rotor, and
appliances are entered in the appropriate logbook,
with the date and hours in service at the time of
installation. In the event there is previous operating time on a component or appliance you are
installing, the time should be noted and the
replacement times corrected as necessary.
The current status of applicable airworthiness
directives and the other required data may be
entered on a separate AD record and attached to the
aircraft logbooks. A separate AD record should be
maintained for the airframe, engines, propellers,
and appliances. Recurring ADs, and the necessary
actions required, should be clearly marked and
recorded in the applicable logbooks.
TEMPORARY RECORDS
Temporary records are those records which may
be disposed of after the work is repeated or superseded by other work or for one year after the work
is completed. There are two categories of temporary records.
1. Records of maintenance to an airframe, engine,
propeller, rotor, or appliance. This refers to
maintenance actions of a routine nature, such as
repacking wheel bearings and other minor
maintenance actions which are periodically
repeated and are not major repairs or major
alterations.
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Figure 14-10. A maintenance logbook entry should briefly describe the work performed and reference an approved maintenance
manual source. In this example, AC 43-13.1 A states that a dent a tubuBar steeS cBuster is repaired by welding a specially formed
steel plate over the dented area and surrounding tubes.
Figure 14-11. Aviation maintenance technicians must document all inspection, maintenance, and repair actions in an
appropriate format such as a logbook.