THAKUR INSTITUTE OF AVIATION TECHNOLOGY

TRAINING NOTES January 2021

FOREWORD
UNCONTROLLED COPY

IT IS IMPORTANT TO NOTE THAT THE INFORMATION IN THIS BOOK IS OF STUDY/ TRAINING PURPOSES
ONLY AND NO REVISION SERVICE WILL BE PROVIDED TO THE HOLDER.
WHEN CARRYING OUT A PROCEDURE/ WORK ON AIRCRAFT/ AIRCRAFT EQUIPMENT YOU MUST ALWAYS
REFER TO THE RELEVANT AIRCRAFT MAINTENANCE MANUAL OR EQUIPMENT MANUFACTURER'S
HANDBOOK.
FOR HEALTH AND SAFETY IN THE WORKPLACE YOU SHOULD FOLLOW THE REGULATIONS/ GUIDELINES AS
SPECIFIED BY THE EQUIPMENT MANUFACTURER, YOUR COMPANY, NATIONAL SAFETY AUTHORITIES AND
NATIONAL GOVERNMENTS.

Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted in any
form by any other means whatsoever : i.e. photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Thakur Institute of Aviation Technology.

ATA 5 1- 1
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

Knowledge Levels – Category B1 and B2 Aircraft Maintenance Licence

Basic knowledge for categories B1and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each
application subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels.
The knowledge level indicators are defined as follows:

LEVEL 1
A familiarization with the principal elements of the subject.
Objectives: The applicant should be familiar with the basic elements of the subject.
The applicant should be able to give a simple description of the whole subject, using common words and examples.
The applicant should be able to use typical terms.

LEVEL 2
A general knowledge of the theoretical and practical aspects of the subject.
An ability to apply that knowledge.
Objectives: The applicant should be able to understand the theoretical fundamentals of the subject.
The applicant should be able to give a general description of the subject using, as appropriate, typical examples.
The applicant should be able to use mathematical formulae in conjunction with physical laws describing the subject.
The applicant should be able to read and understand sketches, drawings and schematics describing the subject.
The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
A detailed knowledge of the theoretical and practical aspects of the subject.
A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner.
Objectives: The applicant should know the theory of the subject and interrelationships with other subjects.
The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific examples.
The applicant should understand and be able to use mathematical formulae related to the subject.
The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject.
The applicant should be able to apply his knowledge in a practical manner using manufacturer’s instructions.
The applicant should be able to interpret results from various sources and measurements and apply corrective action where
appropriate.

ATA 5 1- 2
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

Chapter 5
Time Limits/Maintenance
Checks

ATA 5 1- 3
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

DESCRIPTION AND OPERATION

INSPECTION PROGRAM

The inspection program in this Chapter is based on number of flight hours, cycles of operation and/or calendar time. The basis for calendar
time limited inspections is the date on the "ORIGINAL STANDARD AIRWORTHINESS CERTIFICATE", which is issued with a new
airplane. Additionally, the Hawker Beechcraft Corporation recommends that operators record the number of cycles experienced on individual
components for purposes of complying with inspections based on cycle count. Recorded hour-meter time or airplane log sheets can be used for
determining when inspections and maintenance based on flight hours will be due. The method chosen for recording flight hours should remain
consistent throughout the life of the airplane.

Note: A flight cycle is defined as: Engine start-up and increase to full or partial power (as required during a normal flight), one
landing gear retraction and extension, and a complete shutdown.

The times in this inspection program have been established only as a guideline to give the owner/operator a benchmark from which to begin
the program. The service history or fleet experience of a particular operation may indicate that departure from the times in this Chapter could
be beneficial.

SPECIAL CONDITIONS CAUTIONARY NOTICE

Airplanes operated for Air Taxi, or other than normal operation and airplanes operated in humid tropics, cold and damp climates, etc., may
need more frequent inspections for wear, corrosion and/or lack of lubrication. Under these adverse conditions, perform periodic inspections in
compliance with this guide at more frequent intervals until the owner/operator can set his own inspection periods based on the contingencies of
field experience.

Note: The recommended periods do not constitute a guarantee the item will reach the period without malfunction as the
aforementioned factors cannot be controlled by the manufacturer.

ATA 5 1- 4
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

ATA 5 1- 5
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

200-HOUR PHASE INSPECTION PROGRAM

A complete inspection cycle is 800 hours or 24 calendar months. The inspection cycle is divided into four phases and each inspection cycle is
done at 200 hours with each consecutive phase 200 hours after the previous phase. The Phase 1, 2, 3 and 4 inspections provide a thorough
inspection of specific components and systems.
A complete inspection cycle is as follows:

PHASE HOURS
1 200
2 400
3 600
4 800

Note: All four phase inspections must be completed within 24 calendar months.

Although the times of the inspections may be altered, each item should be accomplished as stated in the inspection program. A detailed
preamble to this subchapter is included and should be read and understood before beginning the Inspection Program.

ALTERNATE PHASE INSPECTION PROGRAM

For users flying less than 400 hours but more than 200 hours in 24 months, perform the Alternate Phase Inspection in Chapter 5-21-01.

Alternate Phase Inspection: If an aircraft is not flown at least 400 hours in 24 months, the owner/operator has the option of inspecting the
aircraft as follows:

 Perform scheduled phase inspections 1 and 2 together within 12 months after the last inspection; then perform scheduled phase inspections
3 and 4 together within 12 months after completing the Phase 1 and 2 inspections.

Note: Hawker Beechcraft Corporation recommends that no aircraft exceed 12 months without completing at least one phase
inspection.
PHASE HOURS
1&2 - 200
3&4 - 400

ATA 5 1- 6
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

BIENNIAL INSPECTION PROGRAM

For users flying less than 200 hours in 24 months, perform the Biennial Inspection Program in Chapter 5-22-01.

Biennial Inspection: The inspection program is for users flying less than 200 hours in 24 months and it is made up of an INTERIM
INSPECTION and a COMPLETE INSPECTION.

 Perform an INTERIM INSPECTION at 24 months. Thereafter, perform an INTERIM INSPECTION no later than 12 months from the last
COMPLETE INSPECTION.

 Perform a COMPLETE INSPECTION at 24 months. Thereafter, perform a COMPLETE INSPECTION no later than 24 months from the
last COMPLETE INSPECTION.

SPECIAL INSPECTION REQUIREMENTS

Note: The requirements of this portion of the Scheduled Inspection may be accomplished by either:

(1) Inspection in accordance with the appropriate information in the applicable maintenance manual, or

(2) Exchange parts from Hawker Beechcraft Global Customer Support Parts and Distribution Division may be purchased and
installed. Compliance with one of these two options is at the discretion of the maintenance facility performing the inspection.

This section consists of components that are subject to a thorough inspection based on calendar time, operating hours or cycles which do not
coincide with the intervals established by the scheduled inspection program. These inspections should be done with reference to this
maintenance manual and the King Air Series Component Maintenance Manual. When disassembly is required to accomplish these inspections,
it should be performed in accordance with the applicable component manuals. Discrepancies noted during these inspections should be noted on
worksheets for corrections. The first inspection must be performed no later than the recommended period. The condition of the item at the end
of the first period can be used as a criterion for determining subsequent periods applicable to the individual airplane or fleet operation,
provided the operator has an approved condition-monitoring system. The time periods for inspections noted in this manual are based on
average usage and average environmental conditions.

ATA 5 1- 7
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

OVERHAUL AND REPLACEMENT SCHEDULE

The first overhaul and replacement must be performed no later than the recommended period. The time periods for overhaul and replacement
noted in this manual are based on average usage and average environmental conditions.

Items NOT listed are to be overhauled or replaced "On Condition." If "On Condition" items are worn, inoperative, inaccurate, and intermittent
and are not repairable through normal maintenance practices, they must be overhauled or replaced.

SPECIAL TOOLS AND SUPPORT EQUIPMENT (MODEL 350ER/CER)

The special tools and support equipment listed in Table 1 are required to perform maintenance on this system.

UNSCHEDULED MAINTENANCE CHECKS

This subchapter is assembled in Chart form to allow a technician to perform checks for damage after operating the airplane in conditions which
could require unscheduled maintenance. Specific conditions, such as lightning strikes, turbulent air penetration or hard landing etc., are
included. Inspection instructions are included for each of the conditions listed.

Note: Additional inspections may be required by engine or propeller manufactures in their manuals. Refer to the unscheduled
maintenance checks portion of the supplier issued manuals to make sure continued airworthiness.

INSPECTION AND MAINTENANCE TIMETABLE

Note: This form is provided for reference purposes only and does not replace or take precedence over the scheduled inspection form in
Chapter 5-21-00.

The Inspection and Maintenance Timetable contains a listing of the components and system requiring scheduled inspection and/or maintenance
action. Components are listed in order of chapter reference where applicable.
This form has four columns labeled:
1. Item
2. Inspection Timetable
3. Interval
4. Phase Inspection Area.

ATA 5 1- 8
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

Item Column - This list the various items to be inspected.

Inspection Timetable Column - Items are marked to indicate at which phase (1, 2, 3 or 4) they are to be inspected or to indicate that an interim
(INT), complete (COMP) or special inspection (SPL) is required.

Note: The complete (COMP) inspection is a Phase 1 thru 4 inspections without the duplication.

Interval Column - This column indicates the recommended hours, calendar time or cycles between inspection or maintenance actions.

Phase Inspection Area Column - The letter(s) in this column represents the location of the inspection line item in the scheduled inspection
forms.

Definitions

The terminology pertaining to the inspection procedures and proper use is defined as follows:

Pilot In Command— Pilot responsible for the operation and safety of the airplane during the time defined as flight time.

Flight Cycle—Engine startup and increase to full or partial power (as required during a normal flight), one landing gear retraction and
extension, and a complete shutdown.

Flight Time—Total time from the moment the airplane first moves under its own power for the purpose of flight until the moment it comes to
rest at the next point of landing (or "block-to-block" time}.

Time In Service— Time in service, as used in computing maintenance and inspection time records, is the time from the moment the airplane
leaves the ground until it touches the ground at the end of the flight.

Preventive Maintenance— Simple or minor preservative operations and the replacement of small standard parts not involving complex
assembly operations.

Maintenance— Inspection, overhaul, repair, preservations, and the replacement of parts excludes preventative maintenance.

Corrosion— Pitting or surface breakdown of a material due to chemical or electrochemical attack by atmosphere, moisture, or other agents.

ATA 5 1- 9
THAKUR INSTITUTE OF AVIATION TECHNOLOGY

Wear—Material or part consumed as a result of exposure to operation or usage.

Damaged—Component is rendered unusable for its intended purpose.

Calendar time—The lime from the dale on the ORIGINAL AIRWORTHINESS CERTIFICATE, which is issued with each new airplane, is
to be used as the basis for all time between overhauls (TBOs), or replacement of components.

Special Inspection—Inspection of components or systems based on calendar time, hours, or cycles that do not coincide with the scheduled
inspection.

Unscheduled Maintenance Checks — Inspections and checks performed due to damage after operating the airplane in conditions that could
require unscheduled maintenance (i.e. lightning strikes, hard landing, polluted atmospheric conditions, etc.).

Discrepancies

Discrepancies that affect the airworthiness of the airplane will require the necessary corrective action to be accomplished before the airplane is
returned to service.

Discrepancies that do not affect the airworthiness of the airplane may, at the discretion of the owner/operator; he carried over to the next
inspection period. All discrepancies thus carried over should be retained in the ship file until corrected.

Discrepancies occurring in flight should be entered on the "Ill-Flight Work Sheet" by the pilot in command or another responsible person.

ATA 5 1- 10