AE 8002

AIRCRAFT GENERAL ENGINEERING ANDMAINTENANCE

PRACTICES
Unit – 4
INSPECTION

Prepared by
J Karthikeyan
Assistant Professor
Department of Aeronautical Engineering
Nehru Institute of Engineering and Technology
AIRCRAFT MAINTENANCE

Maintenance is defined as the preservation, inspection, overhaul, and repair of an aircraft, including
the replacement of parts. Regular and proper maintenance ensures that an aircraft meets an acceptable
standard of airworthiness throughout its operational life.

Although maintenance requirements vary for different types of aircraft, experience shows that
aircraft need some type of preventive maintenance every 25 hours of flying time or less, and minor
maintenance at least every 100 hours. This is influenced by the kind of operation, climatic conditions,
storage facilities, age, and construction of the aircraft. Manufacturers supply maintenance manuals, parts
catalogs, and other service information that should be used in maintaining the aircraft.

INSPECTIONS

Inspections are visual examinations and manual checks to determine the condition of an aircraft or
component. An aircraft inspection can range from a casual walk- around to a detailed inspection involving
complete disassembly and the use of complex inspection aids.

INSPECTION PROCESS

An inspection system consists of several processes, including reports made by mechanics or the pilot
or crew flying an aircraft and regularly scheduled inspections of an aircraft. An inspection system is
designed to maintain an aircraft in the best possible condition. Through and repeated inspections must be
considered the backbone of a good maintenance program. Irregular and haphazard inspection will invariably
result in gradual and certain deterioration of an aircraft. The time spent in repairing an abused aircraft often
totals far more than any time saved in hurrying through routine inspections and maintenance.

It has been proven that regularly scheduled inspections and preventive maintenance assure
airworthiness. Operating failures and malfunctions of equipment are appreciably reduced if excessive wear
or minor defects are detected and corrected early. The importance of inspections and the proper use of
records concerning these inspections cannot be overemphasized.

Airframe and engine inspections may range from preflight inspections to detailed inspections. The
time intervals for the inspection periods vary with the models of aircraft involved and the types of
operations being conducted. The airframe and engine manufacturer’s instructions should be consulted when
establishing inspection intervals.

Aircraft may be inspected using flight hours as a basis for scheduling, or on a calendar inspection
system. Under the calendar inspection system, the appropriate inspection is performed on the expiration of a
specified number of calendar weeks. The calendar inspection system is an efficient system from a
maintenance management standpoint. Scheduled replacement of components with stated hourly operating
limitations is normally accomplished during the calendar inspection falling nearest the hourly limitation.

INSPECTION TECHNIQUES/PRACTICES

Before starting an inspection, be certain all plates, access doors, fairings, and cowling have been opened or
removed and the structure cleaned. When opening inspection plates and cowling and before cleaning the
area, take note of any oil or other evidence of fluid leakage.

Prepared by J .Karthikeyan, AP/ Aero

PREPARATION

In order to conduct a thorough inspection, a great deal of paperwork and/or reference information
must be accessed and studied before actually proceeding to the aircraft to conduct the inspection. The
aircraft logbooks must be reviewed to provide background information and a maintenance history of the
particular aircraft. The appropriate checklist or checklists must be utilized to ensure that no items will be
forgotten or overlooked during the inspection. Also, many additional publications must be available, either
in hard copy or in electronic format to assist in the inspections.

These additional publications may include information provided by the aircraft and engine
manufacturers, appliance manufacturers, parts venders, and the Federal Aviation Administration (FAA).

AIRCRAFT LOGS

An aircraft log is an inclusive term which applies to the aircraft logbook and all supplemental
records concerned with the aircraft. They may come in a variety of formats. For a small aircraft, the log may
indeed be a small 5" × 8" logbook. For larger aircraft, the logbooks are often larger, in the form of a three-
ring binder. Aircraft that have been in service for a long time are likely to have several logbooks.

The aircraft logbook is the record in which all data concerning the aircraft is recorded. Information
gathered in this log is used to determine the aircraft condition, date of inspections, time on airframe, engines
and propellers. It reflects a history of all significant events occurring to the aircraft, its components, and
accessories, and provides a place for indicating compliance with FAA airworthiness directives or
manufacturers’ service bulletins. The more comprehensive the logbook, the easier it is to understand the
aircraft’s maintenance history.

When the inspections are completed, appropriate entries must be made in the aircraft logbook
certifying that the aircraft is in an airworthy condition and may be returned to service. When making
logbook entries, exercise special care to ensure that the entry can be clearly understood by anyone having a
need to read it in the future. Also, if making a hand-written entry, use good penmanship and write legibly.
To some degree, the organization, comprehensiveness, and appearance of the aircraft logbooks have an
impact on the value of the aircraft. High quality logbooks can mean a higher value for the aircraft.

CHECKLIST

Always use a checklist when performing an inspection. The checklist may be of your own design,
one provided by the manufacturer of the equipment being inspected, or one obtained from some other
source. The checklist should include the following:

1. FUSELAGE AND HULL GROUP

a. Fabric and skin - for deterioration, distortion, other evidence of failure and defective or
insecure attachment of fittings.
b. Systems and components - for proper installation, apparent defects, and satisfactory
operation.
c. Envelope gas bags, ballast tanks, and related parts - for condition.
2. CABIN AND COCKPIT GROUP
a. Generally - for cleanliness and loose equipment that should be secured.
b. Seats and safety belts - for condition and security.
c. Windows and windshields - for deterioration and breakage.
Prepared by J .Karthikeyan, AP/ Aero
 d.Instruments - for condition, mounting, marking, and (where practicable) for proper operation.
e.Flight and engine controls - for proper installation and operation.
f.Batteries - for proper installation and charge.
g.All systems - for proper installation, general condition, apparent defects, and security of
attachment.
3. ENGINE AND NACELLE GROUP
a. Engine section - for visual evidence of excessive oil, fuel, or hydraulic leaks, and sources of
such leaks
b. Studs and nuts - for proper torque and obvious defects.
c. Internal engine - for cylinder compression and for metal particles or foreign matter on
screens and sump drain plugs. If cylinder compression is weak, check for improper internal
condition and improper internal tolerances..
d. Engine mounts - for cracks, looseness of mounting, and looseness of engine to mount.
e. Flexible vibration dampeners - for condition and deterioration.
f. Engine controls - for defects, proper travel, and proper safety.
g. Lines, hoses, and clamps - for leaks, condition, and looseness.
h. Exhaust stacks - for cracks, defects, and proper attachment.
i. Accessories - for apparent defects in security of mounting.
j. All systems - for proper installation, general condition defects, and secure attachment.
k. Cowling - for cracks and defects.
4. LANDING GEAR GROUP
a. All units—for condition and security of attachment.
b. Shock absorbing devices—for proper fluid level.
c. Linkage, trusses, and members—for undue or excessive wear, fatigue, and distortion.
d. Retracting and locking mechanism—for proper operation.
e. Hydraulic lines—for leakage.
f. Electrical system—for chafing and proper operation of switches.
g. Wheels—for cracks, defects, and condition of bearings.
h. Tires—for wear and cuts.
i. Brakes—for proper adjustment.
j. Floats and skis—for security of attachment and obvious defects.
5. WING AND CENTER SECTION
a. All components—for condition and security.
b. Fabric and skin—for deterioration, distortion, other evidence of failure, and security of
attachment.
c. Internal structure (spars, ribs compression members)—for cracks, bends, and security.
d. Movable surfaces—for damage or obvious defects, unsatisfactory fabric or skin attachment
and proper travel.
e. Control mechanism—for freedom of movement, alignment, and security.
f. Control cables—for proper tension, fraying, wear and proper routing through fairleads and
pulleys.
6. EMPENNAGE GROUP.
a. Fixed surfaces—for damage or obvious defects, loose fasteners, and security of attachment.
b. Movable control surfaces—for damage or obvious defects, loose fasteners, loose fabric or
skin distortion.

Prepared by J .Karthikeyan, AP/ Aero

 c. Fabric or skin—for abrasion, tears, cuts or defects, distortion, and deterioration.
7. PROPELLER GROUP.
a. Propeller assembly—for cracks, nicks, bends, and oil leakage.
b. Bolts—for proper torque and safety
c. Anti-icing devices—for proper operation and obvious defects.
d. Control mechanisms—for proper operation, secure mounting, and travel.
8. COMMUNICATION AND NAVIGATION GROUP.
a. Radio and electronic equipment—for proper installation and secure mounting.
b. Wiring and conduits—for proper routing, secure mounting, and obvious defects.
c. Bonding and shielding—for proper installation and condition.
d. Antennas—for condition, secure mounting, and proper operation.
9. MISCELLANEOUS.
a. Emergency and first aid equipment—for general condition and proper stowage.
b. Parachutes, life rafts, flare and so forth— inspect in accordance with the manufacturer’s
recommendations.
c. Autopilot system—for general condition, security of attachment, and proper operation.

SPECIAL INSPECTIONS

During the service life of an aircraft, occasions may arise when something out of the ordinary care
and use of an aircraft might happen that could possibly affect its airworthiness. When these situations are
encountered, special inspection procedures should be followed to determine if damage to the aircraft
structure has occurred. When performing the special inspections, always follow the detailed procedures in
the aircraft maintenance manual. In situations where the manual does not adequately address the situation,
seek advice from other maintenance technicians who are highly experienced with them.

HARD OR OVERWEIGHT LANDING INSPECTION

The structural stress induced by a landing depends not only upon the gross weight at the time but
also upon the severity of impact. However, because of the difficulty in estimating vertical velocity at the
time of contact, it is hard to judge whether or not a landing has been sufficiently severe to cause structural
damage. For this reason, a special inspection should be performed after a landing is made at a weight known
to exceed the design landing weight or after a rough landing, even though the latter may have occurred
when the aircraft did not exceed the design landing weight. Wrinkled wing skin is the most easily detected
sign of an excessive load having been imposed during a landing.

Another indication which can be detected easily is fuel leakage along riveted seams. Other possible
locations of damage are spar webs, bulkheads, nacelle skin and attachments, firewall skin, and wing and
fuselage stringers. If none of these areas show adverse effects, it is reasonable to assume that no serious
damage has occurred. If damage is detected, a more extensive inspection and alignment check may be
necessary.

SEVERE TURBULENCE INSPECTION OVER “g”

When an aircraft encounters a gust condition, the air load on the wings exceeds the normal wing load
supporting the aircraft weight. The gust tends to accelerate the aircraft while its inertia acts to resist this
change. If the combination of gust velocity and airspeed is too severe, the induced stress can cause structural
damage.
Prepared by J .Karthikeyan, AP/ Aero
 A special inspection should be performed after a flight through severe turbulence. Emphasis should
be placed upon inspecting the upper and lower wing surfaces for excessive buckles or wrinkles with
permanent set.

Where wrinkles have occurred, remove a few rivets and examine the rivet shanks to determine if the
rivets have sheared or were highly loaded in shear.

Through the inspection, check the doors and other accessible openings, inspect all spar webs from
the fuselage to the tip. Check for buckling, wrinkles, and sheared attachments. Inspect for buckling in the
area around the nacelles and in the nacelle skin, particularly at the wing leading edge.

Check for fuel leaks. Any sizeable fuel leak is an indication that an area may have received
overloads which have broken the sealant and opened the joint.

If the landing gear was lowered during a period of severe turbulence, inspect the surrounding
surfaces carefully for loose rivets, cracks, or buckling. The interior of the wheel well may give further
indications of excessive gust conditions.

Inspect the top and bottom fuselage skin. An excessive bending moment may have left wrinkles of a
diagonal nature in these areas. Inspect the surface of the empennage for wrinkles, buckling, or sheared
attachments. Also, inspect the area of attachment of the empennage to the fuselage. The above inspections
cover the critical areas. If excessive damage is noted in any of the areas mentioned, the inspection should be
continued until all damage is detected.

LIGHTNING STRIKE

Although lightning strikes to aircraft are extremely rare, if a strike has occurred, the aircraft must be
carefully inspected to determine the extent of any damage that might have occurred. When lightning strikes
an aircraft, the electrical current must be conducted through the structure and be allowed to discharge or
dissipate at controlled locations. These controlled locations are primarily the aircraft’s static discharge
wicks, or on more sophisticated aircraft, null field dischargers.

When surges of high voltage electricity pass through good electrical conductors, such as aluminum
or steel, damage is likely to be minimal or nonexistent. When surges of high voltage electricity pass through
non-metallic structures, such as a fiberglass radome, engine cowl or fairing, glass or plastic window, or a
composite structure that does not have built-in electrical bonding, burning and more serious damage to the
structure could occur. Visual inspection of the structure is required. Look for evidence of degradation,
burning or erosion of the composite resin at all affected structures, electrical bonding straps, static discharge
wicks and null field dischargers.

FIRE DAMAGE

Inspection of aircraft structures that have been subjected to fire or intense heat can be relatively
simple if visible damage is present. Visible damage requires repair or replacement. If there is no visible
damage, the structural integrity of an aircraft may still have been compromised. Since most structural
metallic components of an aircraft have undergone some sort of heat treatment process during manufacture,
an exposure to high heat not encountered during normal operations could severely degrade the design
strength of the structure.

Prepared by J .Karthikeyan, AP/ Aero

 The strength and airworthiness of an aluminum structure that passes a visual inspection but is still
suspect can be further determined by use of a conductivity tester. Since strength of metals is related to
hardness, possible damage to steel structures might be determined by use of a hardness tester such as a
Rockwell C hardness tester.

FLOOD DAMAGE

Like aircraft damaged by fire, aircraft damaged by water can range from minor to severe, depending
on the level of the flood water, whether it was fresh or salt water and the elapsed time between the flood
occurrence and when repairs were initiated. Any parts that were totally submerged should be completely
disassembled, thoroughly cleaned, dried and treated with a corrosion inhibitor. Many parts might have to be
replaced, particularly interior carpeting, seats, side panels, and instruments. Since water serves as an
electrolyte that promotes corrosion, all traces of water and salt must be removed before the aircraft can
again be considered airworthy.

SEAPLANES

Seaplanes operate in an environment that accelerates corrosion. Seaplanes must be carefully

inspected for corrosion and conditions that promote corrosion. Inspect bilge areas for waste hydraulic fluids,
water, dirt, drill chips, and other debris. Additionally, since seaplanes often encounter excessive stress from
the pounding of rough water at high speeds, inspect for loose rivets and other fasteners; stretched, bent or
cracked skins; damage to the float attach fitting; and general wear and tear on the entire structure.

PUBLICATIONS

Aeronautical publications are the sources of information for guiding aviation mechanics in the
operation and maintenance of aircraft and related equipment. The proper use of these publications will
greatly aid in the efficient operation and maintenance of all aircraft. These include manufacturers’ service
bulletins, manuals and catalogs; FAA regulations; airworthiness directives; advisory circulars; and aircraft,
engine and propeller specifications.

MANUFACTURERS’ SERVICE BULLETINS/INSTRUCTIONS

Service bulletins or service instructions are two of several types of publications issued by airframe,
engine and component manufacturers.

The bulletins may include:

a. Purpose for issuing the publication

b. Name of the applicable airframe, engine, or component,
c. Detailed instructions for service, adjustment, modification or inspection, and source of parts,
if required and
d. Estimated number of man-hours required to accomplish the job.

MAINTENANCE MANUAL

The manufacturer’s aircraft maintenance manual contains complete instructions for maintenance of
all systems and components installed in the aircraft. It contains information for the mechanic who normally
works on components, assemblies, and systems while they are installed in the aircraft, but not for the
overhaul mechanic.
Prepared by J .Karthikeyan, AP/ Aero
 A typical aircraft maintenance manual contains:

a. A description of the systems (i.e., electrical, hydraulic, fuel, control)

b. Lubrication instructions setting forth the frequency and the lubricants and fluids which are to
be used in the various systems,
c. Pressures and electrical loads applicable to the various systems,
d. Tolerances and adjustments necessary to proper functioning of the airplane,
e. Methods of leveling, raising, and towing,
f. Methods of balancing control surfaces,
g. Identification of primary and secondary structures,
h. Frequency and extent of inspections necessary to the proper operation of the airplane,
i. Special repair methods applicable to the airplane,
j. Special inspection techniques requiring x-ray, ultrasonic, or magnetic particle inspection, and
k. A list of special tools.

OVERHAUL MANUAL

The manufacturer’s overhaul manual contains brief descriptive information and detailed step by step
instructions covering work normally performed on a unit that has been removed from the aircraft. Simple,
inexpensive items, such as switches and relays on which overhaul is uneconomical, are not covered in the
overhaul manual.

STRUCTURAL REPAIR MANUAL

This manual contains the manufacturer’s information and specific instructions for repairing primary and
secondary structures. Typical skin, frame, rib, and stringer repairs are covered in this manual. Also included
are material and fastener substitutions and special repair techniques.

ILLUSTRATED PARTS CATALOG

This catalog presents component breakdowns of structure and equipment in disassembly sequence. Also
included are exploded views or cutaway illustrations for all parts and equipment manufactured by the
aircraft manufacturer.

CODE OF FEDERAL REGULATIONS (CFRS)

The CFRs were established by law to provide for the safe and orderly conduct of flight operations and to
prescribe airmen privileges and limitations. Knowledge of the CFRs is necessary during the performance of
maintenance, since all work done on aircraft must comply with CFR provisions.

AIRWORTHINESS DIRECTIVES

A primary safety function of the FAA is to require correction of unsafe conditions found in an
aircraft, aircraft engine, propeller, or appliance when such conditions exist and are likely to exist or develop
in other products of the same design. The unsafe condition may exist because of a design defect,
maintenance, or other causes. Title 14 of the Code of Federal Regulations (14 CFR) part 39, Airworthiness
Directives, defines the authority and responsibility of the Administrator for requiring the necessary
corrective action.

Prepared by J .Karthikeyan, AP/ Aero

 The Airworthiness Directives (ADs) are published to notify aircraft owners and other interested
persons of unsafe conditions and to prescribe the conditions under which the product may continue to be
operated.

Airworthiness Directives are Federal Aviation Regulations and must be complied with unless
specific exemption is granted.

In detail, the purpose of an AD is to notify aircraft owners:

a. The aircraft may have an unsafe condition
b. The aircraft may not be in conformity with its basis of certification or of other conditions that
affect the aircraft's airworthiness
c. There are mandatory actions that must be carried out to ensure continued safe operation
d. In some urgent cases, the aircraft must not be flown until a corrective action plan is designed
and carried out.
Airworthiness Directives may be divided into two categories:
a. Those of an emergency nature requiring immediate compliance upon receipt
b. Those of a less urgent nature requiring compliance within a relatively longer period of time.
Also, ADs may be a onetime compliance item or a recurring item that requires future inspection on
an hourly basis (accrued flight time since last compliance) or a calendar time basis.
The contents of ADs include the aircraft, engine, propeller, or appliance model and serial numbers
affected. Also included are the compliance time or period, a description of the difficulty experienced, and
the necessary corrective action.
14 CFR section 91.417 requires a record to be maintained that shows the current status of applicable
ADs, including the method of compliance; the AD number and revision date, if recurring; next due date and
time; the signature; kind of certificate and certificate number of the repair station or mechanic who
performed the work. For ready reference, many aircraft owners have a chronological listing of the pertinent
ADs in the back of their aircraft, engine, and propeller maintenance records.

TYPE CERTIFICATE DATA SHEETS

The Type Certificate Data Sheets (TCDS) database is a repository of Make and Model information.
The TCDS is a formal description of the aircraft, engine or propeller. It lists limitations and information
required for type certification including airspeed limits, weight limits, thrust limitations, etc.

The type certificate data sheet (TCDS) describes the type design and sets forth the limitations
prescribed by the applicable CFR part. It also includes any other limitations and information found
necessary for type certification of a particular model aircraft.

Type certificate data sheets are numbered in the upper right-hand corner of each page. This number
is the same as the type certificate number. The name of the type certificate holder, together with all of the
approved models, appears immediately below the type certificate number. The issue date completes this
group. This information is contained within a bordered text box to set it off.

The data sheet is separated into one or more sections. Each section is identified by a Roman
numeral followed by the model designation of the aircraft to which the section pertains. The category or
categories in which the aircraft can be certificated are shown in parentheses following the model number.
Also included is the approval date shown on the type certificate.

Prepared by J .Karthikeyan, AP/ Aero

The data sheet contains information regarding:
a. Model designation of all engines for which the aircraft manufacturer obtained approval for
use with this model aircraft.
b. Minimum fuel grade to be used.
c. Maximum continuous and takeoff ratings of the approved engines, including manifold
pressure (when used), rpm, and horsepower (hp).
d. Name of the manufacturer and model designation for each propeller for which the aircraft
manufacturer obtained approval will be shown together with the propeller limits and any
operating restrictions peculiar to the propeller or propeller engine combination.
e. Airspeed limits in both mph and knots.
f. Center of gravity range for the extreme loading conditions of the aircraft is given in inches
from the datum. The range may also be stated in percent of MAC (Mean Aerodynamic
Chord) for transport category aircraft.
g. Empty weight center of gravity (CG) range (when established) will be given as fore and aft
limits in inches from the datum. If no range exists, the word ―none‖ will be shown following
the heading on the data sheet.
h. Location of the datum (provided for leveling the aircraft).
i. All pertinent maximum weights.
j. Number of seats and their moment arms.
k. Oil and fuel capacity.
l. Control surface movements.
m. Required equipment.
n. Additional or special equipment found necessary for certification.
o. Information concerning required placards.

ROUTINE/REQUIRED INSPECTIONS

For the purpose of determining their overall condition, 14 CFR provides for the inspection of all
civil aircraft at specific intervals, depending generally upon the type of operations in which they are
engaged. The pilot in command of a civil aircraft is responsible for determining whether that aircraft is in
condition for safe flight. Therefore, the aircraft must be inspected before each flight. More detailed
inspections must be conducted by aviation maintenance technicians at least once each 12 calendar months,
while inspection is required for others after each 100 hours of flight.

In other instances, an aircraft may be inspected in accordance with a system set up to provide for
total inspection of the aircraft over a calendar or flight time period. To determine the specific inspection
requirements and rules for the performance of inspections, refer to the CFR, which prescribes the
requirements for the inspection and maintenance of aircraft in various types of operations.

DAILY INSPECTIONS

Daily inspections are accomplished between the last flight of the day and the next scheduled flight.
The daily inspection is valid for a period of 72 hours, provided no flight occurs during this period and no
maintenance other than servicing has been performed. If more than 72 hours elapse between the inspection
and the next flight, the inspection must be repeated. This inspection is performed to check equipment that

Prepared by J .Karthikeyan, AP/ Aero

requires a daily verification of satisfactory functioning. It also involves the search for and correction of
relatively minor problems to prevent their progressing to a state that would require major work to remedy
the problems. Other items that require inspection at intervals more frequent than prescribed for calendar
inspections are also included on the daily inspection, and thus are done along with the daily inspection on
the day they become due.

Ignition off
General
Tubes - Check for bends, dents, scratches, etc.
Wires
- Check wire ends for bolt and/or other fastener security.
- Check for twisted or jammed thimbles.
- Check cables are free of kinks, frays, abrasions, broken strands etc.
- Check cables are free of sagging but not so tight that they 'twang' when plucked.
Right Wing & Left wing
Wing attachment points and bolts.
Fabric and compression struts along leading edge.
Check each compression strut for dents or distortion.
Rigging cables and attachment points along leading edge.
Wing tip.
Fabric ties and attachments and compression struts along trailing edge.
Attachment points for struts.
Aileron connections and hinges.
Rigging cables and attachment points along trailing edge.
Landing Gear
Tubes and attachment points
Wheels and tyres
Flying and Landing Wires
Check for condition and attachment.
Pilot Seat
Attachment
Seat belt
Controls:
Travel and freedom (in the correct sense).
Proof load - have someone hold the control surfaces while applying normal
Pressure on the controls.
Windscreen:
Secure and clean.
Parachute (if fitted).
Fuel System:
Fuel line for secure clamps.
Check security and integrity of tanks.
Check fuel level - tank should be FULL for every flight.
Fuel drain.

Prepared by J .Karthikeyan, AP/ Aero

Engine:
Pull starter.
Ignition off.
Loose Bolts.
Loose electrical connections.
Loose spark plug caps.
Loose or damaged parts.
Throttle cable seated properly.
Top of carburetor tight.
Fuel leaks.
Sediment in fuel filter.
Oil leaks.
Reduction gears secure - no oil leaks.
Reduction V-belt drive - check for wear, proper tracking and correct tension.
Propeller:
Cracks, chips or nicks.
Propeller bolts tight.
Tail Surfaces:
Tail booms and braces.
Control systems rods and cables.
Horizontal stabilizer and attachment points.
Elevator hinges and linkages.
Fin and attachment points.
Rudder hinges and linkages.
Tubing for dents or distortions.
Cables for fraying, loose thimbles or kinks.
Rigging cables for tension.
PREFLIGHT INSPECTION

The preflight inspection consists of checking the aircraft for flight readiness by performing visual
examinations and operational tests to discover defects and maladjustments that, if not corrected, would
cause accidents or aborted missions.

The preflight inspection checklist includes a ―walk-around‖ section listing items that the pilot is to
visually check for general condition as he or she walks around the airplane. Also, the pilot must ensure that
fuel, oil and other items required for flight are at the proper levels and not contaminated.

This inspection is conducted before each flight to ensure the integrity of the aircraft for flight and to
verify proper servicing. It is valid for a period of 24hours provided no flight and no maintenance other than
servicing occurs during this period. When all preflight requirements are contained within the daily card set,
accomplishment of the daily requirements before the first flight of the day satisfies the preflight inspection
requirements. When all preflight requirements are not included in the daily card set, the preflight inspection
must be performed before flight. The application statement contained on the applicable model weapons
system MRC introduction card states specific requirements.

Prepared by J .Karthikeyan, AP/ Aero

POSTFLIGHT INSPECTION

The postflight inspection is accomplished after each flight or ground operation of the aircraft. The
postflight inspection is mainly checkfor obvious defects (hydraulic, fuel, and oil leakage or structural
damage) and the installation of the necessary safety locks and pins.

Additionally, it is the pilot’s responsibility to review the airworthiness certificate, maintenance

records, and other required paperwork to verify that the aircraft is indeed airworthy. After each flight, it is
recommended that the pilot or mechanic conduct a post flight inspection to detect any problems that might
require repair or servicing before the next flight.

ANNUAL/100-HOUR INSPECTIONS

Title 14 of the Code of Federal Regulations (14 CFR) part 91 discusses the basic requirements for
annual and 100-hour inspections. With some exceptions, all aircraft must have a complete inspection
annually.

Aircraft that are used for commercial purposes and are likely to be used more frequently than
noncommercial aircraft must have this complete inspection every 100 hours. The scope and detail of annual
and 100-hour inspections is identical, there are two significant differences. One difference involves persons
authorized to conduct them. A certified airframe and power plant maintenance technician can conduct a
100- hour inspection, whereas an annual inspection must be conducted by a certified airframe and power
plant maintenance technician with inspection authorization (IA). The other difference involves authorized
over flight of the maximum 100 hours before inspection.

An aircraft may be flown up to 10 hours beyond the 100-hour limit if necessary to fly to a
destination where the inspection is to be conducted. Progressive Inspections, Because the scope and detail of
an annual inspection is very extensive and could keep an aircraft out of service for a considerable length of
time, alternative inspection programs designed to minimize down time may be utilized. A progressive
inspection program allows an aircraft to be inspected progressively. The scope and detail of an annual
inspection is essentially divided into segments or phases (typically four to six). Completion of all the phases
completes a cycle that satisfies the requirements of an annual inspection.

The advantage of such a program is that any required segment may be completed overnight and thus
enable the aircraft to fly daily without missing any revenue earning potential. Progressive inspection
programs include routine items such as engine oil changes and detailed items such as flight control cable
inspection.

Routine items are accomplished each time the aircraft comes in for a phase inspection and detailed
items focus on detailed inspection of specific areas. Detailed inspections are typically done once each cycle.
A cycle must be completed within 12 months. If all required phases are not completed within 12 months, the
remaining phase inspections must be conducted before the end of the 12th month from when the first phase
was completed.

ANNUAL INSPECTION

Title 14 of the Code of Federal Regulations (14 CFR) part 91 discusses the basic requirements for
annual and 100-hour inspections. With some exceptions, all aircraft must have a complete inspection
annually.
Prepared by J .Karthikeyan, AP/ Aero
 Any reciprocating engine or single-engine turbojet/turbopropeller-powered small aircraft (12,500
pounds and under) flown for business or pleasure and not flown for compensation or hire is required to be
inspected at least annually. The inspection shall be performed by a certificated airframe and powerplant
(A&P) mechanic who holds an inspection authorization (IA) by the manufacturer of the aircraft or by a
certificated and appropriately rated repair station. The aircraft may not be operated unless the annual
inspection has been performed within the preceding 12 calendar months. A period of 12 calendar months
extends from any day of a month to the last day of the same month the following year. An aircraft overdue
for an annual inspection may be operated under a Special Flight Permit issued by the FAA for the purpose
of flying the aircraft to a location where the annual inspection can be performed. However, all applicable
ADs that are due must be complied with before the flight

100-HOUR INSPECTION

All aircraft under 12,500 pounds (except turbojet/turbo propeller-powered multi-engine airplanes
and turbine powered rotorcraft), used to carry passengers for hire, must have received a 100-hour inspection
within the preceding 100 hours of time in service and have been approved for return to service.
Additionally, an aircraft used for flight instruction for hire, when provided by the person giving the flight
instruction, must also have received a 100-hour inspection. This inspection must be performed by an FAA-
certificated A&P mechanic, an appropriately rated FAA-certificated repair station, or by the aircraft
manufacturer. An annual inspection or an inspection for the issuance of an Airworthiness Certificate may be
substituted for a required 100-hour inspection. The 100-hour limitation may be exceeded by not more than
10 hours while en route to reach a place where the inspection can be done. The excess time used to reach a
place where the inspection can be done must be included in computing the next 100 hours of time in service.

CONTINUOUS INSPECTIONS

Continuous inspection programs are similar to progressive inspection programs, except that they
apply to large or turbine-powered aircraft and are therefore more complicated. Like progressive inspection
programs, they require approval by the FAA Administrator. The approval may be sought based upon the
type of operation and the CFR parts under which the aircraft will be operated. The maintenance program for
commercially operated aircraft must be detailed in the approved operations specifications (OpSpecs) of the
commercial certificate holder.
Airlines utilize a continuous maintenance program that includes both routine and detailed
inspections.
However, the detailed inspections may include different levels of detail. Often referred to as A-
check, B-check, C-check and D-checks.
A - Check
This is performed approximately every 500 - 800 flight hours or 200 - 400 cycles. It needs about 20 -
50 man-hours and is usually performed overnight at an airport gate or hangar. The actual occurrence of this
check varies by aircraft type, the cycle count (takeoff and landing is considered an aircraft "cycle"), or the
number of hours flown since the last check. The occurrence can be delayed by the airline if certain
predetermined conditions are met.
B - Check
This is performed approximately every 4–6 months. It needs about 150 man-hours and is usually
performed within 1–3 days at an airport hangar. A similar occurrence schedule applies to the B check as to

Prepared by J .Karthikeyan, AP/ Aero

the A check. B checks may be incorporated into successive A checks, i.e.: A-1 through A-10 complete all
the B check items.
C - Check
This is performed approximately every 20–24 months or a specific amount of actual flight hours
(FH) or as defined by the manufacturer. This maintenance check is much more extensive than a B Check,
requiring a large majority of the aircraft's components to be inspected. This check puts the aircraft out of
service and until it is completed, the aircraft must not leave the maintenance site. It also requires more space
than A and B Checks—usually a hangar at a maintenance base. The time needed to complete such a check is
generally 1–2 weeks and the effort involved can require up to 6000 man-hours. The schedule of occurrence
has many factors and components as has been described, and thus varies by aircraft category and type.
D - Check
This is by far the most comprehensive and demanding check for an airplane. It is also known as a
Heavy Maintenance Visit (HMV). This check occurs approximately every 6 years. It is a check that, more or
less, takes the entire airplane apart for inspection and overhaul. Also, if required, the paint may need to be
completely removed for further inspection on the fuselage metal skin. Such a check can usually demand up
to 50,000 man-hours and it can generally take up to 2 months to complete, depending on the aircraft and the
number of technicians involved. It also requires the most space of all maintenance checks, and as such must
be performed at a suitable maintenance base. Given the elevated requirements of this check and the
tremendous effort involved in it, it is also by far the most expensive maintenance check of all, with total
costs for a single visit ending up well within the million-dollar range.

ATA SPECIFICATION 2200

(Air Transport Association of America (ATA) issued specifications 2200)

In an effort to standardize the format for the way in which maintenance information is presented in
aircraft maintenance manuals, the Air Transport Association of America (ATA) issued specifications for
Manufacturers Technical Data. The original specification was called ATA Spec 100. Over the years, Spec
100 has been continuously revised and updated. Eventually, ATA Spec 2100 was developed for electronic
documentation. These two specifications evolved into one document called ATA iSpec 2200. As a result of
this standardization, maintenance technicians can always find information regarding a particular system in
the same section of an aircraft maintenance manual, regardless of manufacturer.

iSpec 2200 Advantages

Supports paper-based requirements

Monolithic Documents.
Exposed functional Issues
Exposed technical Issues
More Quality
More Efficiency
Smaller Costs by Uniformity.
iSpec 2100 Advantages
Digital data separated from ATA 100
ATA 100 more or less frozen
In 2000, ATA 100 and Spec 2100 were merged

Prepared by J .Karthikeyan, AP/ Aero

ATA SPECIFICATION 2200

5 TIME LIMITS/ MAINTENANCE CHECKS

-00 General
-10 Time Limits
-20 Scheduled Maintenance Checks
-30 & -40 Reserved
-50 Unscheduled Maintenance checks

6 DIMENSIONS AND AREAS

7 LIFTING & SHORING

-00 General
-10 Jacking
-20 Shoring

8 LEVELING & WEIGHING

-00 General
-10 Weighing and Balancing
-20 Leveling

9 TOWING & TAXIING

-00 General
-10 Towing
-20 Taxiing

10 PARKING, MOORING, STORAGE & RETURN TO SERVICE

11 PLACARDS AND MARKINGS

-00 General
-10 Exterior Color Schemes and Markings
-20 Exterior Placards and Markings
-30 Interior Placards

12 SERVICING

-00 General
-10 Replenishing
-20 Scheduled Servicing
-30 Unscheduled Servicing

13 Unservicing

14 Reservicing

Prepared by J .Karthikeyan, AP/ Aero

18 VIBRATION AND NOISE ANALYSIS (HELICOPTER ONLY)

-00 GENERAL -
-10 VIBRATION ANALYSIS
-20 NOISE ANALYSIS

20 STANDARD PRACTICES-AIRFRAME

21 AIR CONDITIONING

22 AUTO FLIGHT

-00 General
-10 Autopilot
-20 Speed-Attitude Correction
-30 Auto Throttle
-40 System Monitor
-50 Aerodynamic Load Alleviating

23 COMMUNICATIONS

-00 General
-10 Speech Communications
-15 SATCOM
-20 Data Transmission and Automatic Calling
-30 Comfort
-40 Interphone
-50 Audio Integrating
-60 Static Discharging
-70 Audio & Video Monitoring
-80 Integrated Automatic

24 ELECTRICAL POWER

-00 General
-10 Generator Drive
-20 AC Generation
-30 DC Generation
-40 External Power
-50 AC Electrical Load Distribution
-60 DC Electrical Load Distribution

25 EQUIPMENT/FURNISHINGS

-00 General
-10 Flight Compartment
-20 Passenger Compartment
-30 Galley
-40 Lavatories
-50 Additional Compartments
-60 Emergency
-70 Available
Prepared by J .Karthikeyan, AP/ Aero
 -80 Insulation

26 FIRE PROTECTION

-00 General
-10 Detection
-20 Extinguishing
-30 Explosion Suppression

27 FLIGHT CONTROLS

-00 General
-10 Aileron & Tab
-20 Rudder & Tab
-30 Elevator & Tab
-40 Horizontal Stabilizer
-50 Flaps
-60 Spoiler, Drag Devices and Variable Aerodynamic Fairings
-70 Gust Lock & Dampener
-80 Lift Augmenting

28 FUEL

-00 General
-10 Storage
-20 Distribution
-30 Dump
-40 Indicating

29 HYDRAULIC POWER

-00 General
-10 Main
-20 Auxiliary
-30 Indicating

30 ICE AND RAIN PROTECTION

-00 General
-10 Airfoil
-20 Air Intakes
-30 Pitot and Static
-40 Windows, Windshields and Doors
-50 Antennas and Radomes
-60 Propellers/Rotors
-70 Water Lines
-80 Detection

31 INDICATING/RECORDING SYSTEMS

-00 General
-10 Instrument & Control Panels
Prepared by J .Karthikeyan, AP/ Aero
 -20 Independent Instruments
-30 Recorders
-40 Central Computers
-50 Central Warning Systems
-60 Central Display Systems
-70 Automatic Data Reporting Systems

32 LANDING GEAR

-00 General
-10 Main Gear and Doors
-20 Nose Gear and Doors
-30 Extension and Retraction
-40 Wheels and Brakes
-50 Steering
-60 Position and Warning
-70 Supplementary Gear

33 LIGHTS

-00 General
-10 Flight Compartment
-20 Passenger Compartment
-30 Cargo and Service Compartments
-40 Exterior
-50 Emergency Lighting

34 NAVIGATION

-00 General
-10 Flight Environment
-20 Attitude & Direction
-30 Landing and Taxiing Aids
-40 Independent Position Determining
-50 Dependent Position Determining
-60 Flight Management Computing

35 OXYGEN

-00 General
-10 Crew
-20 Passenger
-30 Portable

36 PNEUMATIC

-00 General
-10 Distribution
-20 Indicating

37 VACUUM

Prepared by J .Karthikeyan, AP/ Aero

 -00 General
-10 Distribution
-20 Indicating

38 WATER/WASTE

-00 General
-10 Potable
-20 Wash
-30 Waste Disposal
-40 Air Supply

41 WATER BALLAST

-00 General
-10 Storage
-20 Dump
-30 Indication

42 Integrated Modular Avionics

43 *Unassigned

44 CABIN SYSTEMS

-00 General
-10 Cabin Core System
-20 Inflight Entertainment System
-30 External Communication System
-40 Cabin Mass Memory System
-50 Cabin Monitoring System
-60 Miscellaneous Cabin System

45 CENTRAL MAINTENANCE SYSTEM

-00 General
-5 thru -19 CMS/Aircraft General
-20 thru -49 CMS/Airframe Systems
-45 Central Maintenance System
-50 thru -59 CMS/Structures
-60 thru -69 CMS/Propellers
-70 thru -89 CMS/Power Plant

46 INFORMATION SYSTEMS

-00 General
-10 Airplane General Information Systems
-20 Flight Deck Information Systems
-30 Maintenance Information Systems
-40 Passenger Cabin Information Systems
-50 Miscellaneous Information Systems

Prepared by J .Karthikeyan, AP/ Aero

47 NITROGEN GENERATION SYSTEM

49 AIRBORNE AUXILIARY POWER

-00 General
-10 Power Plant
-20 Engine
-30 Engine Fuel and Control
-40 Ignition/Starting
-50 Air
-60 Engine Controls .
-70 Indicating
-80 Exhaust
-90 Oil

50 CARGO AND ACCESSORY COMPARTMENTS

-00 General
-10 Cargo Compartments
-20 Cargo Loading Systems
-30 Cargo Related Systems
-40 Available
-50 Accessory
-60 Insulation

51 STANDARD PRACTICES, GENERAL

-00 General
-10 Investigation, Cleanup and Aerodynamic Smoothness
-20 Processes
-30 Materials
-40 Fasteners
-50 Support of Airplane for Repair and Alignment Check Procedures
-60 Control-Surface Balancing
-70 Repairs
-80 Electrical Bonding

52 DOORS

-00 General
-10 Passenger/Crew
-20 Emergency Exit
-30 Cargo
-40 Service and Miscellaneous
-50 Fixed Interior
-60 Entrance Stairs
-70 Monitoring and Operation
-80 Landing Gear

53 FUSELAGE

-00 General
Prepared by J .Karthikeyan, AP/ Aero
 -10 thru -90 (As Required) Fuselage Sections

54 NACELLES/PYLONS

-00 General
-10 thru -40 (As Required) Nacelle Section
-50 thru -80 (As Required) Pylon

55 STABILIZERS

-00 General
-10 Horizontal Stabilizer or Canard
-20 Elevator
-30 Vertical Stabilizer
-40 Rudder

56 WINDOWS

-00 General
-10 Flight Compartment
-20 Passenger Compartment
-30 Door
-40 Inspection and Observation

57 WINGS

-00 General
-10 Center Wing
-20 Outer Wing
-30 Wing Tip
-40 Leading Edge and Leading Edge Devices
-50 Trailing Edge Trailing Edge Devices
-60 Ailerons and Elevons
-70 Spoilers
-80 (as required)
-90 Wing Folding System

60 STANDARD PRACTICES - PROPELLER/ROTOR

61 PROPELLERS/PROPULSION

-00 General
-10 Propeller Assembly
-20 Controlling
-30 Braking
-40 Indicating
-50 Propulsor Duct

62 ROTOR(S)

-00 General
-10 Rotor blades
Prepared by J .Karthikeyan, AP/ Aero
 -20 Rotor head(s)
-30 Rotor Shaft(s)/Swashplate Assy(ies)
-40

63 ROTOR DRIVE(S)

-00 General
-10 Engine/Gearbox couplings
-20 Gearbox(es)
-30 Mounts, attachments
-40 Indicating

64 TAIL ROTOR

-00 General
-10* Rotor blades
-20* Rotor head
-30 Available
-40 Indicating

65 TAIL ROTOR DRIVE

-00 General
-10 Shafts
-20 Gearboxes
-30 Available
-40 Indicating

66 FOLDING BLADES/PYLON

-00 General
-10 Rotor blades
-20 Tail pylon
-30 Controls and Indicating

67 ROTORS FLIGHT CONTROL

-00 General
-10 Rotor
-20 Anti-torque Rotor control (Yaw control)
-30 Servo-control System

70 STANDARD PRACTICES - ENGINES

71 POWER PLANT

-00 General
-10 Cowling
-30 Fireseals
-40 Attach Fittings
-50 Electrical Harness
-60 Air Intakes
Prepared by J .Karthikeyan, AP/ Aero
 -70 Engine Drains

72 ENGINE TURBINE/TURBO PROP DUCTED FAN/UNDUCTED FAN

-00 General
-10 Reduction Gear, Shaft Section (Turbo-Prop and/or Front Mounted Gear Driven Propulsor)
-20 Air Inlet Section
-30 Compressor Section
-40 Combustion Section
-50 Turbine Section
-60 Accessory Drives
-70 By-pass Section
-80 Propulsor Section (Rear Mounted)

73 ENGINE FUEL AND CONTROL

-00 General
-10 Distribution
-20 Controlling
-30 Indicating

74 IGNITION

-00 General
-10 Electrical Power
-20 Distribution
-30 Switching

75 AIR

-00 General
-10 Engine Anti-Icing
-20 Cooling
-30 Compressor Control
-40 Indicating

76 ENGINE CONTROLS

-00 General
-10 Power Control
-20 Emergency Shutdown

77 ENGINE INDICATING

-00 General
-10 Power
-20 Temperature
-30 Analyzers That
-40 Integrated Engine Instrument Systems

78 EXHAUST

Prepared by J .Karthikeyan, AP/ Aero

 -00 General
-10 Collector/Nozzle
-20 Noise Suppressor
-30 Thrust Reverser
-40 Supplementary Air

79 OIL

-00 General
-10 Storage
-20 Distribution
-30 Indicating

80 STARTING

-00 General
-10 Cranking

81 TURBINES

-00 General
-10 Power Recovery
-20 Turbo-Supercharger

82 WATER INJECTION

-00 General
-10 Storage
-20 Distribution
-30 Dumping and Purging
-40 Indicating

83 ACCESSORY GEAR-BOXES

-00 General
-10 Drive Shaft Section
-20 Gearbox Section

84 PROPULSION AUGMENTATION

-00 General
-10 Jet Assist Takeoff

85 RECIPROCATING ENGINE

-00 General
-10 Fuel Cell Stack

91 CHARTS

97 WIRING REPORTING

Prepared by J .Karthikeyan, AP/ Aero

 -00-00 General
-01-00 Zone 100 Fuselage Lower
-02-00 Zone 200 Fuselage Top
-03-00 Zone 300 Stabilizers
-04-00 Zone 400 Nacelles-Pylons
-05-00 Zone 500 Left Wing
-06-00 Zone 600 Right Wing
-07-00 Zone 700 Landing Gear Compartment
-08-00 Zone 800 Doors
-09-00 Zone 900 Lavatories & Galleys
-20-00 Electrical Standard Items/Practices
-21-00 Air Conditioning - General
-21-10 Compression
-21-20 Distribution
-21-30 Pressurization Control
-21-40 Heating
-21-50 Cooling
-21-60 Temperature Control
-21-70 Moisture/Air Contaminant Control
-22-00 Auto Flight - General
-22-10 Autopilot
-22-20 Speed - Attitude Correction
-22-30 Auto Throttle
-22-40 System Monitors
-22-50 Aerodynamic Load Alleviating
-23-00 Communications - General
-23-10 Speech Communications
-23-15 SATCOM
-23-20 Data Transmission and Automatic Calling
-23-30 Passenger Address, Entertainment and Comfort
-23-40 Interphone
-23-50 Audio Integrating
-23-60 Static Discharging
-23-70 Audio and Video Monitoring
-23-80 Integrated Automatic Tuning
-24-00 Electrical Power - General
-24-10 Generator Drive
-24-20 AC Generation
-24-30 DC Generation
-24-40 External Power
-24-50 AC Electrical Load Distribution
-24-60 DC Electrical Load Distribution
-25-00 Equipment/Furnishings - General
-25-10 Flight Compartment
-25-20 Passenger Compartment
-25-30 Galley
-25-40 Lavatories
-25-60 Emergency
-25-80 Insulation
-26-00 Fire Protection - General
-26-10 Detection
-26-20 Extinguishing
Prepared by J .Karthikeyan, AP/ Aero
 -26-30 Explosion Suppression
-27-00 Flight Controls - General
-27-10 Aileron & Tab
-27-20 Rudder & Tab
-27-30 Elevator & Tab
-27-40 Horizontal Stabilizer
-27-50 Flaps
-27-60 Spoiler, Drag Devices and Variable Aerodynamic Fairings
-27-70 Gust Lock & Dampener
-27-80 Lift Augmenting
-28-00 Fuel - General
-28-10 Storage
-28-20 Distribution
-28-30 Dump
-28-40 Indicating
-29-00 Hydraulic Power - General
-29-10 Main
-29-20 Auxiliary
-29-30 Indicating
-30-00 Ice and Rain Protection - General
-30-10 Airfoil
-30-20 Air Intakes
-30-30 Pitot and Static
-30-40 Windows, Windshields and Doors
-30-50 Antennas And Radomes
-30-60 Propellers/Rotors
-30-70 Water Lines
-30-80 Detection
-31-00 Indicating/Recording Systems - General
-31-10 Instrument and Control Panels
-31-20 Independent Instruments
-31-30 Recorders
-31-40 Central Computers
-31-50 Central Warning Systems
-31-60 Central Display Systems
-31-70 Automatic Data Reporting Systems
-32-00 Landing Gear- General
-32-10 Main Gear and Doors
-32-20 Nose Gear and Doors
-32-30 Extension and Retraction
-32-40 Wheels and Brakes
-32-50 Steering
-32-60 Position And Warning
-32-70 Supplementary Gear
-33-00 Lights - General
-33-10 Flight Compartment
-33-20 Passenger Compartment
-33-30 Cargo and Service Compartments
-33-40 Exterior
-33-50 Emergency Lighting
-34-00 Navigation - General
-34-10 Flight Environment Data
Prepared by J .Karthikeyan, AP/ Aero
 -34-20 Attitude & Direction
-34-30 Landing and Taxiing Aids
-34-40 Independent Position Determining
-34-50 Dependent Position Determining
-34-60 Flight Management Computing
-35-00 Oxygen - General
-35-10 Crew
-35-20 Passenger
-35-30 Portable
-36-00 Pneumatic - General
-36-10 Distribution
-36-20 Indicating
-37-00 Vacuum - General
-37-10 Distribution
-37-20 Indicating
-38-00 Water/Waste - General
-38-10 Potable
-38-20 Wash
-38-30 Waste Disposal
-38-40 Air Supply
-44-00 Cabin Systems - General
-44-10 Cabin Core System
-44-20 In-flight Entertainment System
-44-30 External Communication System
-44-40 Cabin Mass Memory System
-44-50 Cabin Monitoring System
-44-60 Miscellaneous Cabin System
-45-00 Central Maintenance System (CMS) General
-45-05 CMS/Aircraft General
-45-20 CMS/Airframe Systems
-45-45 Central Maintenance System
-45-50 CMS/Structures
-45-60 CMS/Propellers
-45-70 CMS/Power Plant
-46-00 Information Systems - General
-46-10 Airplane General Information Systems
-46-20 Flight Deck Information Systems
-46-30 Maintenance Information Systems
-46-40 Passenger Cabin Information Systems
-46-50 Miscellaneous Information Systems
-49-00 Airborne Auxiliary Power - General
-49-10 Power Plant
-49-20 Engine
-49-30 Engine Fuel And Control
-49-40 Ignition And Starting
-49-50 Air
-49-60 Engine Controls
-49-70 Indicating
-49-80 Exhaust
-49-90 Oil
-50-00 Cargo And Accessory Compartments General
-50-10 Cargo Compartments
Prepared by J .Karthikeyan, AP/ Aero
 -50-20 Cargo Loading Systems
-50-30 Cargo Related Systems
-50-40 Available
-50-50 Accessory Compartments
-50-60 Insulation
-52-00 Doors - General
-52-10 Passenger/Crew
-52-20 Emergency Exit
-52-30 Cargo
-52-40 Service
-52-50 Fixed Interior
-52-60 Entrance Stairs
-52-70 Door Warning
-52-80 Landing Gear
-53-00 Fuselage - General
-54-00 Nacelles/Pylons - General
-54-10 Nacelle Section
-54-50 Pylon
-55-00 Stabilizers - General
-55-10 Horizontal Stabilizer or Canard
-55-20 Elevator
-55-30 Vertical Stabilizer
-55-40 Rudder
-56-00 Windows - General
-56-10 Flight Compartment
-56-20 Passenger Compartment
-56-30 Door
-56-40 Inspection and Observation
-57-00 Wings - General
-57-10 Center Wing
-57-20 Outer Wing
-57-30 Wing Tip
-57-40 Leading Edge and Leading Edge Devices
-57-50 Trailing Edge and Trailing Edge Devices
-57-60 Ailerons
-57-70 Spoilers
-57-90 Wing Folding System
-61-00 Propellers/Propulsors - General
-61-10 Propeller Assembly
-61-20 Controlling
-61-30 Braking
-61-40 Indicating
-61-50 Propulsor Duct
-62-00 Rotors
-63-00 Rotor Drives
-64-00 Tail Rotor
-65-00 Tail Rotor Drive
-66-00 Folding Blades/Pylon
-67-00 Rotors Flight Control
-71-00 Power Plant - General
-71-10 Cowling
-71-20 Mounts
Prepared by J .Karthikeyan, AP/ Aero
 -71-30 Fire seals
-71-40 Attach Fittings
-71-50 Electrical Harness
-71-60 Air Intakes
-71-70 Engine Drains
-72-00 Engine Turbine/Turbo Prop Ducted Fan/Unducted Fan
-72-10 Reduction Gear, Shaft Section (Turbo-Prop and/or Front Mounted Gear Driven Propulsor)
-72-20 Air Inlet Section
-72-30 Compressor Section
-72-40 Combustion Section
-72-50 Turbine Section
-72-60 Accessory Drives
-72-70 By-pass Section
-72-80 Propulsor Section (Rear Mounted)
-73-00 Engine Fuel And Control - General
-73-10 Distribution
-73-20 Controlling
-73-30 Indicating
-74-00 Ignition - General
-74-10 Electrical Power Supply
-74-20 Distribution
-74-30 Switching
-75-00 Air - General
-75-10 Engine Anti-Icing
-75-20 Cooling
-75-30 Compressor Control
-75-40 Indicating
-76-00 Engine Controls - General
-76-10 Power Control
-76-20 Emergency Shutdown
-77-00 Engine Indicating - General
-77-10 Power
-77-20 Temperature
-77-30 Analyzers
-77-40 Integrated Engine Instrument Systems
-78-00 Exhaust - General
-78-10 Collector/Nozzle
-78-20 Noise Suppressor
-78-30 Thrust Reverser
-78-40 Supplementary Air
-79-00 Oil - General
-79-10 Storage
-79-30 Indicating
-80-00 Starting - General
-80-10 Cranking

115 FLIGHT SIMULATOR SYSTEMS

The following abbreviated table of ATA System, Subsystem, and Titles is included for
familiarization purposes.

Prepared by J .Karthikeyan, AP/ Aero

ATA SPECIFICATION 100

The ATA Specification 100 has the aircraft divided into systems, such as air conditioning, which
covers the basic air conditioning system (ATA 21). Numbering in each major system provides an
arrangement for breaking the system down into several subsystems. Late model aircraft, both over and
under the 12,500 pound designation, have their parts manuals and maintenance manuals arranged according
to the ATA coded system.

ATA 100 Advantages

Paper-based
No digital specifications prior to late 80s
Provides standard for Aircraft System Numbering referred as ATA system or chapter numbers.
Early 90s digital data appendix added
Mid 90s Spec 2100 is introduced
Design work on DTD and lot of participation identified many new requirements.

AIRCRAFT GENERAL
ATA Number ATA Chapter name
ATA 01 Reserved for Airline Use
ATA 02 Reserved for Airline Use
ATA 03 Reserved for Airline Use
ATA 04 Reserved for Airline Use
ATA 05 TIME LIMITS/MAINTENANCE CHECKS
ATA 06 DIMENSIONS AND AREAS
ATA 07 LIFTING AND SHORING
ATA 08 LEVELING AND WEIGHING.
ATA 09 TOWING AND TAXI
ATA 10 PARKING, MOORING, STORAGE AND RETURN TO SERVICE
ATA 11 PLACARDS AND MARKINGS
ATA 12 SERVICING - ROUTINE MAINTENANCE
ATA 17 THERMAL UNDERWEAR UTILIZATION ANALYSIS (SUBMARINES ONLY)
ATA 18 VIBRATION AND NOISE ANALYSIS (HELICOPTER ONLY)

AIRFRAME SYSTEMS

ATA Number ATA Chapter name

ATA 20 STANDARD PRACTICES – AIRFRAME
ATA 21 AIR CONDITIONING AND PRESSURIZATION
ATA 22 AUTO FLIGHT
ATA 23 COMMUNICATIONS
ATA 24 ELECTRICAL POWER
ATA 25 EQUIPMENT/FURNISHINGS
ATA 26 FIRE PROTECTION
ATA 27 FLIGHT CONTROLS

Prepared by J .Karthikeyan, AP/ Aero

ATA 28 FUEL
ATA 29 HYDRAULIC POWER
ATA 30 ICE AND RAIN PROTECTION
ATA 31 INDICATING / RECORDING SYSTEM
ATA 32 LANDING GEAR
ATA 33 LIGHTS
ATA 34 NAVIGATION
ATA 35 OXYGEN
ATA 36 PNEUMATIC
ATA 37 VACUUM
ATA 38 WATER/WASTE
ELECTRICAL - ELECTRONIC PANELS AND MULTIPURPOSE
ATA 39
COMPONENTS
ATA 40 MULTISYSTEM
ATA 41 WATER BALLAST
ATA 42 INTEGRATED MODULAR AVIONICS
ATA 44 CABIN SYSTEMS
ATA 45 DIAGNOSTIC AND MAINTENANCE SYSTEM
ATA 46 INFORMATION SYSTEMS
ATA 47 NITROGEN GENERATION SYSTEM
ATA 48 IN FLIGHT FUEL DISPENSING
ATA 49 AIRBORNE AUXILIARY POWER
ATA 50 CARGO AND ACCESSORY COMPARTMENTS

STRUCTURE

ATA Number ATA Chapter name

ATA 51 STANDARD PRACTICES AND STRUCTURES - GENERAL
ATA 52 DOORS
ATA 53 FUSELAGE
ATA 54 NACELLES/PYLONS
ATA 55 STABILIZERS
ATA 56 WINDOWS
ATA 57 WINGS

POWER PLANT

ATA Number ATA Chapter name

ATA 61 PROPELLERS
ATA 71 POWER PLANT
ATA 72 ENGINE - RECIPROCATING
ATA 73 ENGINE - FUEL AND CONTROL
ATA 74 IGNITION
ATA 75 BLEED AIR
Prepared by J .Karthikeyan, AP/ Aero
ATA 76 ENGINE CONTROLS
ATA 77 ENGINE INDICATING
ATA 78 EXHAUST
ATA 79 OIL
ATA 80 STARTING
ATA 81 TURBINES (RECIPROCATING ENGINES)
ATA 82 ENGINE WATER INJECTION
ATA 83 ACCESSORY GEARBOXES
ATA 84 PROPULSION AUGMENTATION
ATA 85 FUEL CELL SYSTEMS
ATA 91 CHARTS
ATA 92 ELECTRICAL SYSTEM INSTALLATION

Prepared by J .Karthikeyan, AP/ Aero