Module 5: Fundamentals of

Maintenance
• Basic information related to the aviation
maintenance field.
• After all our skills and techniques have improved
over the 100 year history of flight, but we haven’t
reached total perfection.
• Considering the no. of components on a modern
aircraft, it is realized that maintenance is a
complex, ongoing process
• For this reason we need to approach it
systematically.
 Why we have to do maintenance
• Maintenance of an aircraft provides assurance
of flight safety, reliability and airworthiness.
• Aircraft Maintenance department is
responsible for accomplishing all maintenance
tasks as per the aircrafts manufacturer and
the company’s requirement.
• The goal is safe, reliable and airworthy
aircraft.
 Two Types of maintenance
1. Preventive Maintenance/ scheduled
maintenance
2. Unscheduled maintenance
Preventive Maintenance / Scheduled
Maintenance
Maintenance that is planned in advance and carried out
at regular intervals to keep the system in good working
condition.
Objective: Prevent failures, increase reliability, and
ensure safety.
Examples:
Changing engine oil every 500 flight hours.
Regular inspection of landing gear.
Replacing worn parts before failure.
 Unscheduled Maintenance
❖ Maintenance that is not planned and occurs
unexpectedly due to sudden faults, failures, or
breakdowns.
❖ Objective: To restore the system to a safe and
serviceable condition as quickly as possible.
Examples:
❖ Replacing a burst or damaged aircraft tire.
❖ Fixing avionics or electrical system
• Entropy
• Natural entropy of the system
• The design of the systems or components is
not only limited by the imperfections of the
physical world (Natural entropy of the
system)
• It is also limited by other constraints known as
man made entropy
• A design engineer may be limited from
making the perfect design by the technology,
ability , economics.
• Redesign usually with reduced tolerances,
cheaper materials and unfortunately more
entropy.
• More entropy translates into more
maintenance required.
• The design engineer primary concern to
minimize the entropy of the system and
staying with required constraints.
• Entropy not exist in every system, but entropy
of a system always increasing.
• Means designed – in level of perfection will
not be permanent.
• System or components deteriorates from use
or lack of use or misuse.
• This degradation of the system represents an
increase in the total entropy of the system.
Fig shows the level of perfection of a
typical system
• When the system deteriorates to some lower
level of perfection ( set level) corrective action
may be taken such as adjusting, tweaking or
other form of maintenance to restore the
system to its original level------ preventive
maintenance
• Usually performed at regular intervals
• Also referred as scheduled maintenance
• The maintenance actions necessary to restore
the system are more definitive, extensive
testing troubleshooting, adjusting,
replacement and complete overhaul of parts.
• These breakdowns occur at unpredictable
intervals .
• The maintenance action employed to correct
the problem ------- Unscheduled maintenance
 Reliability
• The level of perfection referred as Reliability
of the system
• The designed in level of perfection --- inherent
Reliability of that system.
• No amount of maintenance can increase
system reliability any higher than inherent
Reliability of that system.
Redesign
• Original curve for our theoretical system curve
A
• Dashed line shows systems original level of
perfection.
• System is redesigned to higher level of
perfection i.e. higher level of reliability with
decrease in total entropy
• New components, new materials and new
techniques is used to reduce natural entropy
• Reduction in Man made entropy due to
improved design skills tighter tolerances.
• Although the system deteriorates also the rate
of deterioration will change with repect to
original design.
• In curve B decay is steeper, preventive
maintenance need to be performed sooner.
• Results in maintenance needed to be more
often.
• In this case the inherent reliability is increased
but more maintenance is required to maintain
that level of reliability.
• Curve C closer but D is less steep
• Results in maintenance interval would be
increased and preventive maintenance is
reduced.
• One of the major factors in redesign is cost
• Upper curve is logarithmic curve – represents
increasing the perfection attained with more
sophisticated design efforts.
• Lower curve is the cost of those ongoing
efforts to improve the system.---- it an
exponential curve…
• More perfection results in more it is going to
cost.
 Failure rate patterns
❑ Entropy is not only along with this other
factors are considered during maintenance.
❑ Failure patterns, wear mechanisms,
environment, usage, and human factors.
❑ United air lines made some study on
lifetime failure rates and found six basic
patters.
❑ Failure rate versus time
A. Infant mortality + wear-out (Bathtub curve) – 4%
Light bulbs
Aircraft landing gear tires
B. No infant mortality, but wear-out at the end – 2%
Mechanical springs (eventually lose strength)
Brake pads in cars
Aircraft turbine blades (creep/fatigue over time)
C. Slowly increasing failure rate, no clear wear-out –
5%
Electronic components.
D. High at the start, then flat (startup problems) –
7%
New software systems
New engines after overhaul

E. Constant failure rate (random) – 14%

Light switches
Aircraft sensors
F. Infant mortality + random failures (most
common) – 68%
Computer hard drives
Smartphones
❑ United air lines study showed that only about
11 percent of the items included in the
experiment would benefit from setting
operating limits or from applying repeated
check of wear conditions [fig 1,2,3]
❑ The other 89 percent would not
❑ thus, time of failure or deterioration beyond
useful levels could be predicted on only 11
percent of the items [fig 1,2,3]
❑ 89 percent would require some other
approach
❑ The 11 percent benefit from scheduled
maintenance
❑ Unfortunately, 89 percent will have to operate
to failure before replacement or repair is done.
❑ This is being unpredictable, would need results
in the need for maintenance at odd times and at
various intervals i.e., unscheduled maintenance
Other maintenance considerations

• Aviation industry has developed Three

management techniques
• For addressing the in-service
interruptions created by the items that
must be operated to failure before
maintenance can be done.
1. Eequipment redundancy
2. Line replaceable units
3. Minimum aircraft dispatch requirements
1. equipment redundancy:
• Duplicate or back up where high reliability is
desirable.
• Redundant units – primary and backup units
– if one unit fails other is available to take
over the function.
• Ex: aviation commercial jets have two high
frequency radios for communication.
2. Line replaceable units (LRU)
• LRU is a component or system that has been
designed in such a way that the parts that
most commonly fails can be quickly removed
and replaced on the vehicle.
• This allows the vehicle returned to schedule
service.
• The failed part either discarded or either
repaired in the shop.
• Avionics boxes, flight computers, radar
units.
3. Minimum aircraft dispatch requirements:
• Minimum equipment list (MEL) – determined
by manufacturer and sanctioned by regulator
authority during early stages of vehicle design
and test.
• This list allows the vehicle to be dispatched
into service.
• Master minimum equipment list (MMEL) –
issued by Manufacturer includes all
equipments and accessories available for the
aircraft model.
Pilot in Command (PIC)
❑ The MEL provides guidance on what
equipment can be inoperative and still allow
dispatch.
❑ But the PIC always has the authority to decide:
❑ Option 1: Delay/cancel the flight until the
equipment is repaired.
❑ Option 2: Defer the maintenance and fly under
MEL rules, if safety is not affected.
❑ Maintenance crews must follow the PIC’s
decision.
 Dispatch deviation guide
(DDG):
➢ The DDG is a document provided by
the airplane manufacturer.
➢ It gives detailed instructions to the
maintenance crew about what
actions they must take when certain
equipment is inoperative (not
working) and the aircraft is being
dispatched under MEL (Minimum
Equipment List) rules.
• Cables and capping connectors –When a unit (e.g.,
avionics box, galley coffee maker) is removed, the
loose cables/connectors must be covered or capped.
Purpose is to Prevent short circuits, damage, or
electrical hazards.

• Placarding circuit breakers –Sometimes a piece of

equipment must remain OFF.→ The DDG instructs
the crew to place a placard (label) on the circuit
breaker, so no one accidentally switches it ON during
flight.
• Other maintenance precautions - Safety checks,
Temporary modifications and Special notes for flight
crew about the deferred items.
Configuration deviation list (CDL):
❖ this list provides information on
dispatch of the airplane in the
event that certain panels are
missing or configuration
differences not affecting safety.
❖ Ex: Landing gear door removed,
Panel missing on fuselage
• It avoids grounding the airplane for
minor cosmetic or aerodynamic
issues.
• It gives clear limits: which
panels/configurations are allowed,
and what effect (if any) they have
on performance.
• Ensures the aircraft is airworthy
even with small deviations.
• Nonessential equipment and
furnishing (NEF): item list contains the
most commonly deferred items that do
not affect the airworthiness or safety of
the flight of the aircraft.
• This is also a part of MEL.
• Ex: Cabin coffee maker, Passenger reading
lights, Galley ovens or water Seatbelt signs
(nonessential for aircraft control, though may
affect passenger comfort)
 Development of maintenance
programs
• Those components exhibiting life limits or measurable
wear out characteristics can be a part of a systematic,
scheduled maintenance program.
• Numerous components and systems on aircraft that do
not lend themselves to such adjustments and
convenience( Design redundancy, line replaceable units
and minimum dispatch requirements)
• Then it necessitates maintenance and engineering
organization of an airline address the maintenance of
aircraft and aircraft systems with well throughout and
well executed program
 Development of maintenance
programs
• Currently use in commercial aviation were
developed by industry using two basic
approaches.
1. The process oriented approach
2. task oriented approach
• The difference between these two is
• Attitude toward maintenance actions
• The manner in which maintenance actions are
determined and assigned to components and
systems
Process-Oriented Approach:
• Focuses on aircraft systems as a whole
and how they operate together.
• Maintenance actions are planned based
on the overall system performance and
processes, not just individual parts.
Characteristics:
• Emphasis on preventing system failures rather
than just fixing individual components.
• Tasks are assigned by analyzing the process,
e.g., fuel system, hydraulic system, or
avionics system.
• Often used for complex systems where
interdependency matters.
• Example: Inspecting the entire hydraulic
system periodically instead of checking only
individual pumps.
Task-Oriented Approach
• Focuses on individual components or tasks,
rather than the system as a whole.
• Maintenance actions are determined for specific
items and assigned individually.
Characteristics:
• Emphasis on specific maintenance actions, like
replacement, lubrication, or inspection of a single
component.
• Tasks are often based on manufacturer
instructions, wear limits, or operational
experience.
Ex: Replacing a single landing gear strut every
5,000 cycles, without necessarily analyzing the
entire landing gear system.
❖ The process oriented approach to
maintenance uses three primary maintenance
processes to accomplish the maintenance
actions.
❖ Processes are called hard time (HT), On-
condition (OC) and Condition monitoring
(CM)
❖ Hard time and On-condition processes are
used for components or systems that
respectively have definite life limits or
detectable wear out periods
• The Condition monitoring process is
used to monitor systems or components
that cannot utilize either HT or OC
processes.
• CM items are operated to failure and
failure rates are tracked to aid in failure
prediction or failure prevention efforts.
• Process oriented Maintenance
Programs: developed for aviation
using decision logic procedures
developed by air transport
association of America(ATA)
• Hard time: removal of an item at a
predetermined interval usually in either so
many flight hours or so many flight
cycles.
• On - condition : item will be checked
at specified intervals (in hours,
cycles) to determine its remaining
serviceability.
• Condition monitoring : Involves the
monitoring of failure rates, removal
rates etc to facilitate maintenance
planning.
HT Process: Failure preventive process which
requires that item be removed from the
vehicle – either completely overhauled,
partially overhauled or discarded before
exceeding the specified interval.
• When HT is specified, the component will
be removed from the vehicle and
overhauled, restored or discarded
whichever is appropriate.
• This will be done before the
component has exceeded the specified time
interval.
• HT is also applied to items having a direct
adverse effect on safety and items subject
to reliability degradation with age.
• The OC Process: Failure preventive process
which requires that item be periodically
inspected or tested against some appropriate
physical standard (wear or deterioration limits)
to determine whether or not the item can
continue in service.
• If component fails the component must be
overhauled or restored.
• Overhaul and repair must restore the unit to a
condition will give reasonable assurance of
satisfactory operation of at least one additional
OC check interval.
❑ If the item cannot be overhauled or restored to
a condition where it can operate one more OC
check period then it should be discarded.
❑ Provides enough information regarding the
condition and failure resistance of the item to
give reasonable assurance of its continued
airworthiness during the next check period.
❑ Must measure or evaluate the wear or
deterioration condition of the item
The CM Process:
• Applied when neither HT nor OC
process can be applied.
• Involves the monitoring of the failure rates
and removals etc. of individual components
or systems that do not have definite life time
or noticeable wear out period.
• It is not a failure preventive process like HT
and OC
There are no maintenance tasks suitable for
evaluating the life expectancy of the CM item.
.
•No requirement to replace the item
before it fails
•No time and condition standards can be
used to control CM process.
•Components are operated until failure
occurs
ATA suggested
• A CM item has no direct, adverse effect on safety
when it fails- aircraft continues to fly to a safe
landing.
• A CM must not have any hidden function (a
malfunction that is not evident to the crew)
• A CM items must be included in the operators
condition monitoring or reliability program i.e.,
There must be some sort of data collection and
analysis for those items for maintenance to get a
better understanding of the nature of failure for those
components or systems.
 The Maintenance steering group
approach (MSG)
❖ The Maintenance Steering Group (MSG)
approach is a structured method used in
aviation to decide the most effective
maintenance program for aircraft systems
and components.
❖ It was developed by the Air Transport
Association (ATA).
❖ The approach ensures safety, reliability,
and cost-effectiveness of aircraft
maintenance.
 The Maintenance steering group
approach (MSG)
• The Boeing company started the modern
approach to maintenance program development
in 1968 with the Boeing airplane and largest
commercial airplane.
• The process used involved six industry working
groups (IWGs)
(a)structures (b) mechanical systems (c) engine and
auxiliary power plant (APU) (d) electrical and
avionics systems (e) flight controls and hydraulics
(f) zonal
[Link] → Airframe, fuselage, wings, and other
structural components.
[Link] Systems → Landing gear, pumps,
actuators, and other mechanical parts.
[Link] and Auxiliary Power Plant (APU) → Main
engines and auxiliary power units.
[Link] and Avionics Systems → Wiring,
instruments, navigation, communication systems.
[Link] Controls and Hydraulics → Control surfaces,
hydraulic systems, actuators.
[Link] → Divides the aircraft into physical zones to
manage inspection and maintenance by location rather
than by system.
❖ Each group addressed their specific
systems in the same way to develop an
adequate initial maintenance program.
❖ This approach to maintenance program

development was called a “ a bottom –up

"approach.
❖ B/C it looked into the components likely
to cause equipment malfunction.
• The MSG approach to maintenance
program development was so successful
on the 747 it was slightly modified to use
with other aircraft.
➢ All areas treated almost the same →
mostly fixed-time replacement of parts.
➢ Focused mainly on preventive
maintenance, not on failure
consequences.
➢ Did not consider differences between
systems, structures, and engines.
➢ Less efficient → many parts were
replaced even if still working.
 MSG 2 Approach
• It is renamed as MSG – 2 and applied to
the development of maintenance
program for the Lockheed L-1011
airplanes.
• MSG – 2 process was slightly
different for three maintenance areas
(a) systems and components (b)
structures (c) engines.
❑ Systems & Components - landing
gear, hydraulics, avionics, fuel
system.
❑ Structures - Fuselage, wings, tail.
Focus was on fatigue cracks,
corrosion, damage.
❑ Engines - Main engines and APU.
❑ Different procedures for different areas
→ systems, structures, and engines
treated according to risk and
detectability.
❑ Focused on failure modes (how parts
can fail).
❑ Tailored maintenance → only do what
is necessary.
❑ More efficient and safer than MSG-1.
Step 1: identify the maintenance or structure
items requiring analysis.
Step 2: identify the functions and failure modes
associated with the items and the effect of a
failure.
Step 3: identify those tasks which have potential
effectiveness.
Step 4: assess the applicability of those tasks
and select those deemed necessary
• Step 5: for structures only evaluate initial
sampling thresholds.
• Simplified flow chart is available .
• If failure of the unit is safety related (block 1)
and there is maintenance check is available to
detect a reduction in failure resistance (block
4 ) then item in question is identified as on
condition.
• If no such check is available then the item is
classified as hard time.
• Once the maintenance action was determined
it was necessary to define how often such
maintenance should be done.
• Available data on failure rates, removal rates
of the item were used to determine how often
the maintenance should be performed.
 TASK ORIENTED MAINTENANCE
PROGRAM
• Created for aviation using decision logics
developed by air transport association of
America(ATA)
• Called MSG 3 technique it is modification of
and an improvement on MSG 2 approach.
• It is a top-down consequence of failure
approach – failure analysis is conducted at the
highest management level of air plane
systems
❖ Consequence-of-failure approach →
Focuses on “What happens if the item
fails?”
❖ Failure consequences classified as:
❖ Safety (affects flight safety)
❖ Operational (causes delays,
cancellations)
❖ Economic (extra cost, reduced
efficiency)
❖ Uses task-oriented logic: Only tasks that
are effective and applicable are included.
• MSG 3 logic is used to identify suitable
maintenance tasks to prevent failures
and to maintain inherent level of
reliability of the system.
• Three categories of tasks developed by
MSG 3
1. Air frame system tasks
2. Structural item tasks
3. Zonal tasks
1. Airframe System tasks:

❖ Related to different aircraft systems

such as hydraulics, engines, electrical,
and avionics.
❖ To prevent or detect failures in aircraft
systems so that safety, reliability, and
proper functioning are maintained.
2. Structural Item Tasks

➢ Related to the aircraft’s physical structure

(fuselage, wings, empennage, control surfaces,
etc.).
➢ Tasks mainly address fatigue, corrosion,
cracking, and accidental damage.
3. Zonal tasks:
▪ Concern inspection of specific zones/areas of
the aircraft (not individual systems).
▪ Zonal tasks are general inspections of aircraft
areas to make sure everything inside that zone
is secure, undamaged, and free from hazards.
▪ The mechanic looks for general safety issues
like loose wires, leaks, damaged insulation,
missing clamps, foreign objects, or anything
unusual.
 Maintenance task for Air frame
system
8 maintenance tasks have been developed.
• Based on decision analysis result and specific
requirements of the system, components etc
1. Lubrication: maintains inherent design
capabilities by reducing friction or conducting
away heat.
2. Servicing: an act of attending the basic needs of
components/systems for the purpose to maintain
inherent design capabilities
3. Inspection: examination of item and
comparison against specific standard
4. Functional check: use of addition
equipments. If each function of an item
performing within specific limits
5. Operational Check: a task to determine An
item fulfilling its intended purpose - failure
finding task- no requirement of equipment.
[Link] check: an observation to
determine An item fulfilling its
intended purpose.
7. restoring: that work necessary to return the
item to specific standard, overhauling,
replacing
8. discard: removal from service of an item
at specified life limit
Maintenance task for Structural item
• Airplanes are subjected to 3 sources of Structural
deterioration
1. Environmental deterioration: physical deterioration
of an items strength result of chemical reaction with
its climate.
• Time dependent.
• 2. Accidental damage: physical deterioration of an
item caused by contact or impact with on object
• Damage as a result of Human error that occurred
during manufacture, operation of the vehicle.
3. Fatigue damage: the initiation of crack
or cracks due to cyclic loading and
subsequent propagation of such cracks.
MSG3 defines three types of
structural inspection techniques

1. General visual inspection

2. Detailed inspection
3. Special detailed inspection.
General visual inspection;
❖ a visual examination that will detect
obvious unsatisfactory conditions.
❖ May require opening or removing access
doors/panels to see the component.
❖ Work stands, ladders, or platforms may
be needed to reach areas safely.
❖ Focuses on visible issues like dents,
corrosion and cracks.
Detailed inspection;
❖ an intensive visual inspection of
specified assembly or installation.
❖ It is a search for evidence of irregularity
using adequate lighting
❖ Surface cleaning and detailed
procedures may require.
Special detailed inspection;
❖ an intensive examination of specific
location.
❖ It is similar to Detailed inspection but
with addition of special techniques.
❖ Nondestructive inspections [NDIs].
❖ Also required Disassembly of some units
 Aviation Industry certification
Requirements
• There are three certificates necessary to full
certification of the airplane.
1. The type certificate - aircraft design
2. The production certificate - Manufacturing
process
3. Airworthiness certificate – aircraft itself
1. The type certificate (FAA form 8110.9):
– This certificate applied for by the designers
of the vehicle once the basic design has been
determined.
– It defines the vehicle, engines and the
various instruments, systems and equipment
that make up the model.
– If more than one engine type, Cover the
characteristics and limitations of all of
them.
• TC also defines capabilities and
limitations of the vehicle such as
passenger and cargo carrying limits,
altitude limits, fuel capacity, top speed
and cruising speed.
• All of these parameters combined which
define airframe/engine combination,
must be identified on a data sheet
attached to the certificate.
• airframe/engine combination is designed
to exacting safety and airworthiness
standards set by FAA
• This design must be proven to the FAA
by means of inspections and test flights.
• TC is applied for early in the design states
but it is awarded until the aircraft is
actually built, tested in flight and proven
to meet the standards of safety and
airworthiness.
• For variations of a given model the TC can be
amended.
• Suppose manufacturer builds and sells a
passenger airplane after this model enters
service the manufacturer decides to produce
an all cargo version of the same basic airplane.
• The resulting design will be different, which
changes the basic characteristics of the
vehicle.
• This requires further FAA approval but instead of
issuing new TC , the FAA will supplement the
original TC ----- Supplemental Type Certificate (STC)
• The STC will define the existing product design
change and how the new modification will be
affecting the existing product.
• The model/type will be added to the certificate,
and an additional data sheet will be attached to
describe the new model’s characteristics and
differences.
• A flight test proving of the new configuration will be
required and supplemental TC will be issued.
 Production Certificate
• Once the TC is awarded the manufacturer applies
for the production certificate (PC) by submitting
application form to FAA’s Manufacturing
Inspection District Office (MIDO).
• Awarded after the FAA is satisfied with quality
control system – consists of necessary
manufacturing and production facilities,
approved design data of each unit ( aircraft) build
to the TC standards.
• In other industries it is possible to build a
hand made prototype of a product which
often differs from the mass produced units.
• This is used to demonstrate the units
capabilities.
• But in aviation each copy of the aircraft must
be built to the type certificate standards.
• A manufacturer usually gets one certificate.
• A PC certificate may have a production
limitation record (PLR).
• A authorized product list
• Which lists all the TC’s and STC’s issued to that
manufacturer as well as any limitations.
• For new technology or new aircraft the FAA
conduct additional inspections of the
manufacturer’s facilities and processes.
• FAA may cancel, suspend or revoke the PC for
just cause at any time.
 Airworthiness certificate (AC)
(FAA form 8100-2)
• Awarded by the FAA’s Manufacturing
Inspection District Office (MIDO) to each
aircraft produced by a manufacturer.
• Certificate confirms that the aircraft to which
it is awarded has been inspected and found to
confirm with its type certificate and to be in
an airworthy condition.
• It is awarded by FAA after the aircraft has
passed all the inspections and a successful
flight test.
• Certificate contains the aircrafts unique serial
number.
The standard AC remains in effect as long as
following conditions are met.
• Aircraft meets its type design
• Is in a condition for safe operation
•All appreciable airworthiness directives have
been incorporated.
•Maintenance and alterations are performed
in accordance with appreciable FAR’s
•FAA rules require that this certicate be
prominently displayed in the aircraft.
• in passenger airliners it is usually posted
by the main entry door.
•If you do not see it ask crew member
where it is.
• The FAA may cancel, suspend or revoke
the AC if any one of the effect is violated.
• FAA form 8100-2 is allowed for following
categories of vehicles including normal,
utility, acrobatic, transport and special
classes.
Aviation maintenance certification
• General aviation course
• Airframe course
• Power plant course
• Avionics/FCC license course
• General aviation course:
• Acts as a building block and foundation for
aviation maintenance.
• Provides a systematic training approach in an
industry where technology and requirements
can change quickly.
• Delivers the fundamental knowledge of
general aviation, which is necessary to
progress into specialized studies of airframe
and powerplant.
• Courses are designed to be easy to
understand, using diagrams and clear subject
matter explanations to support learning.
• They are an excellent resource for someone
who starting career in aviation maintenance.
• Also include federal aviation regulation (FAR)
and advisory circulars (AC)
• Airframe course: it consists of
information about aircraft metals,
structure and all other components
excluding aircraft engines.
• Course provides an understanding of
aircraft structures and components.
• Students working hands on in shops on
aircraft, learning how to cut, tear, weld
and lubricate aircraft systems and
components as they progress through
the airframe course.
• Learn how to use complex tooling to remove
and replace components, aircraft instruments
and hydraulic and pneumatic systems.
• Power plant course: it is an introduction
to aircraft engines, their design and
construction of reciprocating engines
and turbines engines.
• Course provides an basic break down of
power plant system/ aircraft engine
maintenance, the dismantling and
repairing of reciprocating and turbine
engines.
• Learning knowledge about future of
power plant maintenance.
• Also covers the operation of fuel
delivery systems of an engine,
functioning of cooling and
exhaust, and maintenance and
troubleshooting of ignition
systems.
• After completion of all the three
courses must take oral and practical
exams.
• Supervised by FAA Flight standard
inspector or by an FAA designate
mechanics examiner (DME).
• Oral exams are based on knowledge
of aircraft and power plants.
• Practical tests DME will generate any
type of airframe and power plant
situation of inconsistency problem
and the student must use knowledge
of airframes and power plants to
correctly fix the problem by using the
aircraft maintenance manual as
required.
• Avionics/FCC license course: courses are
designated to prepare a student for an entry-
level position in the electronics/aviation field.
• Curriculum is an introduction to electronic
and avionic theory and practical
applications.
• Avionics technician normally works in
line maintenance environment –
troubleshooting aircraft electronic
systems, radar, GPWS [ground proximity
warning system], removing and replacing
of LRU’s and soldering broken wires.
 Documentation for maintenance

• A considerable amount of
documentation required to
understand, identify, and
implement the maintenance
requirement.
• In recent years computer have
replaced the papers.
• The aircraft documentation system
can be defined as “cradle to
grave”
• When the aircraft is built
documentation starts and
throughout its service life.
• Documentation is gathered in the
form of maintenance performed
log pages, Engineering order (Eos),
Airworthiness Directive (Ads),
service bulletins (SBs), Fleet
Campaign Directives (FCDs),
record of any minor or major
repairs and phase checks.
❖ When the aircraft is sold,
decommissioned and retired all the
paperwork must follow the aircraft.
❖ Controlled documents are used in
operation or maintenance of the aircraft
in accordance with FAA regulations.
❖ These types of documents have limited
distribution within the airline and
require regular revision with a list of
revisions and active and rescinded page
numbers.
❖ The operators are required to use
only up to date documents.
❖ The written information is provided
by the airframe manufacturer and
the manufacturer of the systems and
equipment installed on the aircraft.
❖ The documents provided by the
regulatory authority (FAA -
Airworthiness Directives (ADs))
and the documentation written by
the airline itself detail the individual
maintenance process.
 Types of Documentation

1. Manufacturer's documentation
2. Regulatory documentation
3. Airline-generated documentation
4. ATA document standard
1. Manufacturer's documentation
• The airframe manufacturer provides the
operator with a set of documents required for
the maintenance of the aircraft.
• These documents serve as essential references
to ensure proper inspection, servicing, repair,
and continued airworthiness of the aircraft.
• However, the form and content of these
documents can differ from one manufacturer to
another, since each manufacturer may adopt its
own structure, format, and method of
presenting maintenance information.
• The table shows the types of
information that the aircraft
manufacturer provides to its
customers.
• Some documents can be
changed to match the specific
equipment or setup used by
each airline or operator.
• These are called customized
documents, and they are marked
at the bottom of the table.
Airplane maintenance manual:
• Airplane maintenance manual(AMM) is a
formal document containing all the basic
information on the operation and
maintenance of the aircraft and its on-board
equipment
• It starts with an explanation of how each
system and sub system works and describes
the basic maintenance and serving actions
such as removal and installation of LRU’s and
various tests performed on the system and
equipment.
• Covers functional test, operational check,
adjustments, replenishing of various
fluids and other servicing tasks.
• However, it normally excludes any type
of structural repair, which is addressed in
separate manuals.
• The AMM is organized using the ATA
coding system, which arranges
information by chapter and subchapter for
easy reference.
• Upon completion of a discrepancy or
maintenance task a technician signs off
the log book using the AMM reference
associated with ATA chapter and
subchapter system.
Component and Vendor manuals:
• Every component built by the aircraft
manufacturer is accompanied by a Component
Maintenance Manual (CMM), which provides
detailed instructions for inspection, servicing,
removal, installation, and testing of that
component.
• However, not all components of an aircraft are
manufactured by the airframe maker. Many
systems, such as engines, landing gear, flight
crew seats, and passenger seats, are purchased
from other vendors.
• When these vendor-supplied components are
installed on the aircraft, the corresponding
CMMs or vendor manuals are provided along
with the aircraft at the time of sale.
• These manuals serve the same purpose as the
manufacturer’s CMMs, ensuring that all
components, whether built in-house or
sourced from external suppliers, are
maintained according to proper standards.
• This guarantees that technicians have the
correct guidance for each specific part,
helping to maintain the aircraft’s
airworthiness and safety.
• The Component Maintenance Manual (CMM)
provides a detailed breakdown of all the
smaller parts that make up a complete
component.
• Airlines can choose which specific
components to install on their aircraft, either
during assembly or afterward.
• For example, if the vertical adjusting cable of a
flight crew seat is broken, the technician refers
to the CMM to find the correct part number
and then removes and replaces the faulty cable.
• This ensures that maintenance is done
correctly, and the component continues to
function safely.
Fault isolation manual (FIM):
• The Fault Isolation Manual (FIM) is a
document provided by the aircraft
manufacturer that helps technicians
troubleshoot and isolate faults in the
aircraft’s systems and components.
• It contains fault isolation trees, which are
step-by-step guides showing how to identify
the section or component where a problem
has occurred.
• By following the FIM, maintenance
personnel can quickly locate the source of a
fault and take the necessary corrective
actions, ensuring that the aircraft is repaired
safely and efficiently.
• The aircraft is equipped with a fault
monitoring system that alerts the flight crew
when a problem occurs.
• Faults are usually displayed on the Engine-
Indicating and Crew-Alerting System
(EICAS) message screen in the cockpit.
• When a fault is detected, the EICAS shows
the message in yellow, warning the crew that
a system or component has an issue and may
need attention.
• This helps the crew respond quickly and
safely to any abnormalities during flight.
• The Fault Isolation Manual (FIM) is presented
as a block diagram that guides technicians
through troubleshooting procedures.
• Each block or step provides references to
specific tasks and subtasks in the Airplane
Maintenance Manual (AMM).
• At the end of each task, the FIM asks “Is the
fault removed?” If the answer is yes, no
further action is needed.
• If the answer is no, the FIM directs the
technician to continue with additional
troubleshooting steps until the fault is
resolved. This structured approach ensures
that faults are efficiently diagnosed and
corrected.
Component location manual (CLM):
• The manual provides the location of
all major equipment items on the
aircraft, making it a very useful tool
for maintenance personnel.
• It helps technicians find both the
part number and the physical
location of each component.
• This manual is organized to work in
conjunction with four different
sections within the manufacturer’s
manual system, allowing easy cross-
referencing and ensuring that
maintenance tasks can be
performed accurately and
efficiently.
use several systems to organize and
locate components efficiently:
ATA Coding System:
• ATA stands for Air Transport
Association. It divides the entire
aircraft into chapters and
subchapters (for example: Chapter
21 – Air Conditioning, Chapter 27 –
Flight Controls).
• This system makes it easy to locate
any system or component within the
manuals.
Illustrated Parts Catalog System
(IPS/IPC):
• The Illustrated Parts Catalog shows all
the parts and components of the
aircraft.
• It includes diagrams, part names, and
part numbers.
• Technicians use it to identify the
correct parts and order replacements
when needed.
• Every aircraft is assigned a serial number
along with an aircraft registration number,
which are used in the Illustrated Parts Catalog
(IPC) to ensure the correct parts are selected
for a specific aircraft.
• The IPC provides detailed information on
assemblies, alternate part numbers, and part
interchangeability.
• It also indicates any modifications performed
on parts through service bulletins, showing
whether a part is pre-modification or post-
modification, which helps maintenance
personnel select the correct version for
installation.
3. Fin Number System
•Each major part or component has a unique
alphanumeric code, called a Fin Number.
•This number helps identify the exact position or
version of a part.
•It works together with the IPC, so technicians
can match the part’s number to its location on the
aircraft.

4. Item Location Figures

• These are visual diagrams or drawings that
show exactly where a part is installed on the
aircraft.
• They make it easy for technicians to find and
access the part during inspection or
maintenance.
• In the older model aircraft this document was
produced separately by the aircraft
manufacturer.
• For more recently manufactured aircraft this
information is included in the applicable
AMM.
 Storage and recovery document
(SRD):
• The Storage and Restoration Document (SRD)
contains all the information needed to
maintain and service an aircraft that will be
out of service or stored for long periods.
• It provides procedures to protect aircraft
components from weather damage, prevent
deterioration, and ensure the aircraft
remains in good condition.
• For example, it includes instructions on
moving the aircraft to prevent tires from
going flat and other preservation measures
to keep systems and structures safe during
storage.
Structural repair manual (SRM):
• The Structural Repair Manual (SRM) is an
airframe-specific manual that provides the
aircraft operator with information on the
aircraft’s skin, structure, and other critical
tolerances.
• It contains detailed procedures to follow in
the event of minor structural damage.
• The SRM also specifies the acceptable
dimensions and limits of damage to the
aircraft structure, allowing the operator and
maintenance personnel to determine when a
repair is necessary and how it should be
performed to maintain airworthiness and
safety.
• When an aircraft incurs damage, such as a
dent, the depth and size of the dent are
measured in relation to the surrounding
area. The operator then refers to the
Structural Repair Manual (SRM) to identify
the affected area and determine whether
the damage requires a minor or major
repair.
• The SRM provides damage tolerance limits,
which indicate whether the aircraft can
continue to operate safely with a minor dent
that can be repaired later, or if immediate
repair is necessary before further flight.
• This ensures that maintenance decisions
are safe and comply with manufacturer
standards.
❖ The Structural Repair Manual (SRM) also
helps determine how many flight hours an
aircraft can safely operate with a dent or
minor damage.
❖ If the damage exceeds the limits specified in
the SRM, the maintenance department must
contact the manufacturer’s engineer for
guidance.
❖ Repairs are then carried out using an
Engineering Order (EO), which provides
step-by-step instructions for the maintenance
team to ensure the aircraft is restored safely
and remains airworthy.
Maintenance planning data document (MPD) :
• The Maintenance Planning Document (MPD)
provides the airline operator with a
comprehensive list of maintenance and
servicing tasks that must be carried out on the
aircraft.
• Some of these tasks are classified as
Certification Maintenance Requirements
(CMRs), which are mandated by the FAA to
ensure the aircraft maintains its certification
and airworthiness.
• In older aircraft models, tasks were organized
into different groupings, such as daily checks,
letter checks, hourly limits, and cycle limits.
• In later aircraft models, the letter checks have
been eliminated, but the MPD still ensures that
all required inspections and servicing tasks are
clearly identified and scheduled according to
regulatory and manufacturer standards.
Schematic diagram manual (SDM):
• The Schematic Diagram Manual (SDM) shows
all the details of an aircraft’s electrical,
electronics, and hydraulic systems.
• It includes information about wires,
connectors, and how different parts are
connected.
• Mechanics use it to understand the system
and to find and fix problems. The Aircraft
Maintenance Manual (AMM) also shows
diagrams, but they are simpler and only give a
basic idea. The SDM has more details to help
with difficult troubleshooting.
Wire diagram manual (WDM):
• Wire Diagram Manual (WDM) is an
important tool for troubleshooting.
• It shows the wiring for all aircraft systems
and components.
• The manual explains how wires run through
the aircraft, from the nose to the tail, and
how they connect to sensors, control devices,
and other connectors.
• The Wiring Diagram Manual (WDM) also
shows how wires are grouped together in
bundles, called harnesses, and how they run
through the aircraft.
• These harnesses connect to the firewall,
which is the divider between the engine and
the rest of the aircraft.
• The firewall safely passes electrical power
and signals between the engine and the
aircraft systems.
❑ Wire harnesses are relatively easy to
repair and troubleshoot because they
are usually only a few feet long.
❑ Most wires are made of standard
copper, and some are coated with
special alloys to prevent corrosion.
❑ In cases where large amounts of current
are required, aluminum wires are often
used because they can carry higher
current while being lighter than copper.
• Wire measured in AWG (American Wire
Gauge).
• Largest number represents smallest wire.
K15B-25
K – Alphabet letter- system in which a wire is being
used
15 –two-digit number – individual wire number
B- Alphabet letter- wire section
25- two-digit number- wire size
Master minimum equipment list
(MMEL)
• The MMEL is a list created by the aircraft
manufacturer that shows all the equipment and
accessories available on a particular aircraft
model.
• Before the MMEL is officially issued, the
manufacturer submits a Proposed Master
Minimum Equipment List (PMMEL) to the
Type Certificate Office of the country where
the aircraft is certified
• for example, in the United States, it is
submitted to the FAA Flight Operations Board
for review and approval.
• MMEL used to identify equipment that may
be degraded or inoperative at the dispatch
time of the aircraft.
➢ The Dispatch Deviation Guide (DDG)
is issued by the aircraft manufacturer and
provides instructions for the maintenance
crew when certain equipment is
inoperative.
➢ It includes procedures such as capping
and securing connectors from removed
units, placarding circuit breakers to
prevent accidental power-up of specific
equipment during flight, and other
precautionary maintenance actions.
➢ In addition, some items listed in the
Master Minimum Equipment List
(MMEL) that are inoperative or degraded
require specific maintenance actions, as
outlined in the DDG, before the aircraft
can be legally dispatched.
 Configuration Deviation List
(CDL)
❖The CDL is similar to the Dispatch
Deviation Guide (DDG) but focuses
on the aircraft’s physical
configuration.
❖It tells the maintenance crew how
the aircraft can fly safely when
certain panels, doors, or parts are
missing or when there are minor
differences in configuration.
❖The CDL also provides any special
instructions or limitations needed
for safe operation.
 Non-Essential Equipment and
Furnishings (NEF)
•NEF lists items on the aircraft that can
be temporarily left unrepaired because
they do not affect safety or
airworthiness.
•Examples include panels, cup holders,
and cosmetic features.
•The NEF and CDL are part of the MEL
system, which tells airlines which
equipment must work, and which items
can be deferred.
Task cards:
• Certain tasks in the AMM for removal
/installation, testing and servicing are
extracted from the AMM and produced on a
separate cards or sheets so that mechanic can
perform the action without carrying the entire
maintenance manual to the aircraft.
Service Bulletins
When the manufacturer makes
modifications or improvements for
better maintenance or operation,
they send official papers to the
airlines.
•Service Bulletins (SBs) usually
describe modifications to a system
that improve safety or performance.
•They include a detailed description
of the work to be done and the parts
required.
Service Letter (SL): Provides information
to help improve maintenance practices
without changing or modifying the
equipment.→ Example: A manufacturer
might issue an SL suggesting a better
cleaning method for a part to increase
its lifespan.
Maintenance Tips: Give practical
suggestions or advice to maintenance
personnel to make their work easier or
improve working conditions.→ Example:
Use a long screwdriver to reach this
screw easily.”
 Regulatory documentations:
✓ Regulatory documentation includes rules
and standards that govern aviation
operations.
✓ The Federal Aviation Regulations (FARs)
cover all aspects of aviation, including
private, commercial, and experimental
aircraft.
✓ They also address broader areas such as
airports, navigational aids, air traffic control,
and the training and certification of pilots, air
traffic controllers, mechanics, and other
aviation personnel, as well as related aviation
activities.
Advisory circulars (ACs):
• Advisory Circulars (ACs) are documents issued
by the FAA to help aircraft operators
understand and meet the requirements of
various Federal Aviation Regulations (FARs).
• These circulars are not laws. Instead, they act
like guides or suggestions that explain the best
ways to meet the rules safely and correctly.
• ACs are intended to help operators achieve
the desired safety and operational results
without prescribing exactly how every task
must be done, allowing flexibility in how
compliance is achieved.
Airworthiness directives (Ads):
• Airworthiness Directive, or AD, is an official
safety order issued by the FAA (Federal
Aviation Administration).
• It is released when the FAA finds that there is
a problem or unsafe condition in an aircraft,
engine, or propeller.
• The purpose of an AD is to make sure the
problem is fixed quickly and safely, so that all
similar aircraft stay safe to fly.
• Unlike Service Bulletins, which are just
recommendations from the manufacturer, ADs
are mandatory — that means everyone must
follow them.
• If the AD is not followed, the aircraft is not
airworthy and cannot be used.”
• Aircraft owners and operators are
required to maintain their aircraft in
compliance with all Airworthiness
Directives (ADs).
Each AD includes
• It explains what the unsafe condition
is (for example, a faulty engine part).
• It tells which aircraft, engine, or
propeller the problem applies to.
• It clearly mentions what corrective
action must be taken like inspection,
repair, or replacement.
• It also tells where to get more
information, such as documents or
support from the manufacturer.
• Sometimes, it gives alternative
methods of compliance - other
approved safe ways to fix the
problem.
Notice of proposed rule making
(NPRM):
• A Notice of Proposed Rulemaking
(NPRM) is an FAA process that
announces the agency’s intent to change
or amend an existing Federal Aviation
Regulation (FAR).
• It provides advance notice to the public
and invites comments on the proposed
rule.
• This process may include public
hearings, after which the FAA considers
feedback, makes a decision, and issues
the final rule in the form of a revised
FAR.
Airline generated documentation:
• Airline-generated
documentation is created by
individual airlines to carry out
their maintenance activities.
• While the names and exact content
of these documents may vary from
from one airline to another, they
must address all the essential
information required to plan,
perform, and record maintenance
in a safe and compliant manner.
Operations Specifications (Ops Specs)
are documents prepared by the airline in
accordance with strict FAA requirements,
usually with the assistance of an FAA
representative.
• Each aircraft type the airline operates
(such as Boeing 737 or Airbus A320)
must have its own Ops Specs.
• It ensures that the airline’s operations
meet all safety and regulatory standards.
• Ops Specs act as the airline’s main
rulebook.
• It explains:
• How the airline will operate its aircraft
safely, How it will inspect and maintain
the aircraft and What other procedures,
manuals, and documents it will follow
• Ops Specs serve as a parent
document, It connects to many
other documents, so the same
information doesn’t have to be
repeated.
• It also explains how the airline will
operate, inspect, and maintain its
aircraft.
 Technicalpoliciesand procedures
manual (TPPM):
• The TPPM (Technical Policies and Procedures
Manual) is a guide created by an airline for
its maintenance and engineering (M&E)
work.
• It is the main document that tells airline staff
how maintenance should be planned, done,
and recorded.
• It works together with the manufacturer’s
manuals to meet FAA rules for maintenance.
• The manual is usually written by the airline’s
engineering team to make sure all technical
instructions are correct.
• They get input from the managers of
different M&E departments to cover
everything properly.
• It define exactly how M& E functions and
activities carried out.
• It is a detailed document and may be several
volumes.
• Personnel in all units of M& E must be trained
on the TPPM
Inspection Manual (IM):
➢ The Inspection Manual (IM) is a
separate document primarily
distributed to Quality Control (QC)
personnel.
➢ It includes all inspection activities,
such as mechanical inspections, QC
inspector tasks, and special
inspections for events like hard
landings or bird strikes.
➢ The manual also provides the
necessary paperwork, forms, and
reports required to carry out these
inspection programs effectively.
➢ Some IMs also include details on the
calibration of tools and test
equipment
Quality assurance manual (QA):
• The Quality Assurance (QA) Manual
is a special document intended for QA
auditors.
• It may either be included as part of the
Inspection Manual or exist as a
separate chapter within the TPPM.
• The manual defines the duties and
responsibilities of the QA organization
and outlines the processes used to
conduct annual quality assurance
audits.
Reliability program manual:
❖ The Reliability Program Manual is
a guide that helps the airline make
sure all aircraft parts and systems
work safely and correctly.
❖ It helps make sure that aircraft
parts and systems keep working
properly and don’t fail often.
❖ It also provides rules and practices
to manage maintenance so that
aircraft continue to operate safely
and reliably.
Main function are:
❖ Monitor performance: Keep track of
how aircraft and equipment are
working and spot any problems that
need fixing.
❖ Check corrective actions: Make sure
that any repairs or fixes actually
solve the problem.
❖ Adjust maintenance: Use the data to
change maintenance schedules or
procedures if needed to keep aircraft
safe and reliable.
Engineering orders (EO):
❑ Engineering Orders (EOs) are official
documents used for special maintenance
tasks that are not part of the regular
maintenance plan.
❑ These tasks can come from engineering
reports, operational data, or other special
needs.
❑ The airline’s engineering department
prepares the EO, and it must be reviewed
and approved by Quality Assurance (QA)
before any work is done.
❑ This ensures that all non-routine or special
maintenance is performed safely, according
to regulations, and properly documented,
keeping the aircraft airworthy and
accountable.”
• Implemented by production
planning and control (PP&C)
organization.
• In some airlines the document is
called simply a paper.
 ATA Document Standard
❖ ATA codes are special numbers used to
identify different systems and
subsystems on an aircraft.
❖ They help maintenance personnel,
especially those doing line or contract
maintenance, to reduce confusion and
communicate clearly about what needs
attention.
❖ Each system or subsystem on an aircraft
is assigned a chapter number.
❖ For example, the fuel system, hydraulic
system, or electrical system each has its
own code.
❖ This makes it easier for maintenance
staff to know exactly which part of the
aircraft is being referred to.
❑ The ATA coding system is uniform
across all aircraft models and
manufacturers, meaning that all
airlines and maintenance teams use
the same codes.
❑ This standardization allows anyone
in aviation to understand and use
the system, no matter which
aircraft they are working on.
❑ ATA codes act like a universal
labeling system for aircraft
systems, helping maintenance
teams perform their work safely,
efficiently, and without confusion.
ATA Code Structure
❖ ATA codes are organized in a
specific numbering system to
make it easy to identify aircraft
information.
❖ The ATA codes are further broken
down into three sets of two-digit
numbers followed by a three-digit
number. This identifies the
chapter, subject, section, and page
block, respectively.
❖ The first two digits (ATA Chapter)
are the same for all manufacturers
and are used throughout the
maintenance manual system.
❖ The second and third sets of
numbers the section and subject
may differ between manufacturers
or even between different models
from the same manufacturer. This
is because the structure and design
of systems can vary,
The last part of the code is called
the page block, and it tells you
what type of information is on
those pages.
•Pages 001–099 explain how the
system works like its description
and operation.
•Pages 301–399 explain how to
remove or install parts of that
system.
➢ The sign-off (maintenance record entry)
includes the ATA code 32 (which refers
to Landing Gear) and ends with 00,
indicating a general or overall action
related to that system.
➢ The sign-off also contains TAT (Turn-
Around Time) and aircraft cycles.
➢ This information helps the records
personnel identify which tire was
replaced and when.
➢ It also assists the Continuous Analysis
and Surveillance System (CASS) and the
Reliability Department in tracking any
premature tire failures and managing
warranty claims effectively.
 TPPM
Purpose is to identify all the aspects of the
maintenance and engineering organization
Includes,
• The identification of key personnel,
Descriptions of their job functions and their
qualifications.
• Definitions of the operator’s goals
• layout drawings and maps of the maintenance
facilities including shops, hangars other
significant buildings and areas related to the
maintenance activities.
•Specific items in accordance with FAA
regulations – specific maintenance, inspection
and testing activities
• Some airlines provide full copies to all M
and E units, while other will provide those
portions of the manual that apply to that
organization.
• Ex; information relating to specific flight
line operations need not be available to
hangar or shop personnel.
• The TPPM should contain a list of effective
pages [LEP], The revision number or letter
identification and revision dates.
• A list of terms and acronyms used in the
document should also be included.
• The manual must make provisions for
distribution to maintenance and ground
personnel.
• If the manual is more than one volume the
contents of all volumes should be listed in
each volume.
• These guidelines were based on the
information contained in the FAA
airworthiness inspectors handbook., which
defines the minimum contents of the
manual.
• Manual is an administrative tool used to
control and direct the activities of
maintenance personnel – all aspect of
maintenance operation.
• Should include detailed instructions or specific
references for accomplishing inspection and
maintenance function.
• Also include instructions and reference for
recurring, non routine requirements, such as
engine changes and abnormal occurrences
such as hard landings, lighting strikes and bird
strikes etc.
• The manual should enable the operators
maintenance and servicing personnel to
assure airworthiness of the airplanes.
• The complexity of the manual varies with
complexity of the operation.
• Used extensively in the maintenance training
activities of the airline.