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AIRWORTHINESS
INSPECTION
INTRODUCTION
In order to ensure that aircraft are maintained to the highest standard of air-worthiness, they are managed and inspected
under FAA-mandated and -approved inspection programs. Inspection programs must ensure the aircraft is airworthy
and conforms to all applicable FAA aircraft specifications, type certificate data sheets, airworthiness directives, and
other FAA approved data.
Inspection planning is organized around an aircraft's age, utilization, environmental conditions, and the type of
operation. Examples include changes in temperature, frequency of landings and takeoffs, operation in areas of
high industrial or environmental pollutants, and passenger or cargo operations. To assure proper maintenance,
each inspection interval must be stated in terms of flight hours, calendar times, and cycles (the number of
take-offs and landings the aircraft makes). As part of the aircraft's certification process, the aircraft manufacturer
and the FAA agree on the frequency for inspection requirements on the aircraft as well as functional checks of
each system. This forms the basis for the maintenance program when the aircraft is in service. Every system on the
aircraft has its own inspection requirements. Typically, major system-inspection requirements are synchronized
to minimize aircraft downtime and to eliminate a duplication of effort. However, it is common to have
completely separate inspection cycles for the primary aircraft structure and its engines.
REQUIRED AIRWORTHINESS INSPECTIONS
PRE-FLIGHT INSPECTIONS
An FAA approved Minimum Equipment List
(MEL) includes equipment that, if inoperative, may
Aircraft Airworthiness Inspection 17-3
MAINTENANCE:
Figure 17-1. A Minimum Equipment List (MEL) includes items of equipment related to the aircraft's airworthiness. It does not con-
tain items such as wings, flaps, and rudders, which are obviously required. MELs also list equipment that may be deferred with
flight limitations.
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Aircraft Airworthiness Inspection 17-5
tion. Within every 12 calendar months, the aircraft If the aircraft does not pass the annual inspection, it
must have a complete inspection performed to may not be flown until the unairworthy condition is
determine if the aircraft meets all the requirements corrected. However, if the owner wants to fly the
for its certification. A calendar month is one that aircraft to a different repair location, a special flight
ends at midnight of the last day of the month. For permit may be obtained to ferry the aircraft to that
example, if the inspection was completed on alternate repair location.
January 14, it will remain valid until midnight
January 31, the following year. An aircraft may not 100-HOUR INSPECTION
be over flown beyond the annual due date unless a If the aircraft is operated for compensation or hire,
special flight permit is obtained authorizing the air- it must be given a complete inspection of the same
craft to be flown to an inspection facility. scope and detail as the annual inspection every 100
hours of operation unless it is maintained under an
The FAA specifies the details of both an annual and a FAA-approved, alternative inspection program such
100-hour inspection in Appendix D of 14 CFR Part 43. as a progressive inspection program. In the case of a
Appendix D includes a list of items entitled, "Scope 100-hour inspection, the time limitation may be
and detail of items (as applicable to the particular air- exceeded by no more than 10 hours of flight opera-
craft) to be included in annual and 100-hour tion while enroute to an inspection facility.
Inspections." This list is not all-inclusive to each air- However, the excess time used to reach the inspec-
craft manufactured, but typical of the scope of inspec- tion location must be included in computing the
tion the FAA requires. The manufacturer of the aircraft next 100 hours of time in service. For example, if a
provides a detailed inspection checklist, which meets 100-hour inspection was due at 1000 hours and the
the minimum requirements of Appendix D, in the ser- pilot over-flew the aircraft to 1008 hours to reach an
vice manual for each aircraft it produces. inspection facility, the next 100-hour inspection is
still due at 1100 hours of operation.
Figure 17-3 represents a portion of a typical manu-
facturer's inspection checklist. The checklist shows The difference between a 100-hour and an annual
the recommended time intervals of items inspected inspection is that a certified A&P technician may
under a progressive inspection program, a complete conduct the 100-hour inspection and approve the
inspection, or annual, including all 50,100 and aircraft for return to service. The A&P technician
200-hour items in addition to any special who inspected the aircraft must make the proper
inspection items. entries in the aircraft's maintenance records and
approve the aircraft for return to service before the
Annual inspections must be performed by an A&P 100-hour inspection is considered complete.
technician holding an Inspection Authorization (IA)
or an inspector authorized by a certified repair sta- Like the inspector performing an annual, the A&P
tion with an airframe rating. If the aircraft passes the inspecting the aircraft may not merely supervise the
inspection, the inspectors must write up the inspec- inspection process. The maintenance technician
tion results in the maintenance records, and approve performing the 100-hour inspection is responsible
the aircraft for return to service. If for any reason the for approving the aircraft for return to service. In
aircraft does not meet all of the airworthiness other words, the A&P signing off the aircraft must be
requirements, the inspector must provide a list of the one who actually performed the inspection.
discrepancies and unairworthy items to the aircraft However, the inspector may utilize other A&Ps or
owner. The inspector may not delegate any inspec- repairmen in the preparation for the inspection
tion responsibility to another A&P or repairman, nor such as removing inspection panels, cowlings, and
may the inspector merely supervise the inspection. fairings. In addition, any certified A&P technician
may repair and sign off any discrepancies found by
However, as long as the discrepancy found does not the inspector as long as they are not major repairs or
require a major repair, any certified A&P technician major alterations.
may correct each discrepancy the inspector listed,
and then approve the aircraft for return to service. 100-hour inspections may be signed off as annual
The due date of the next annual inspection is then inspections if an A&P mechanic holding an inspec-
based on the date of the original inspection and not tion authorization (IA) completed the inspections.
on the date the discrepancies were corrected. For In a sense, the aircraft could have several annuals
example, if an aircraft's annual was completed on performed in one calendar year at each 100 hours of
March 20, but a discrepancy repair was not com- operation. However, a 100-hour inspection may not
pleted until April 15, the next annual is still due take the place of an annual inspection. If an aircraft
March 30 the following year. is operated under the requirements of an annual
77-6 Aircraft Airworthiness Inspection
In addition to the items listed below, always check for correct direction of movement,
correct travel and correct cable tension.
1. Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles and fairleads
2. Chains, terminals, sprockets and chain guards
3. Trim control wheels, indicators, actuator and bungee 0
4. Travel stops
5. Decals and labeling a
6. Flap control switch, flap rollers and flap position indicator *
7. Flap motor, transmission, limit switches, structure, linkage, belt cranks, etc.
8. Flap actuator jackscrew threads •
9. Elevators, trim tab, hinges and push-pull tab 17
10. Elevator trim tab actuator lubrication and tab free-play inspection
11. Rudder pedal assemblies and linkage 18
12. External skins of control surfaces and tabs
13. Ailerons, hinges, and control rods ©
14. Internal structure of control surfaces
15. Balance weight adjustment
I
Figure 17-3. (1 Of 2)
Aircraft Airworthiness Inspection 17-7
Figure 17-3. (2 Of 2) An excerpt of a typical manufacturer's inspection checklist utilized during annual inspections that outlines the
required inspection items. This inspection checklist is multi-functional. It outlines 50-hour, 100-hour, 200-hour, and annual inspec-
tion intervals.
inspection, it must be inspected by an A&P who form to all applicable FAA aircraft specifications,
holds an IA rating, or certified repair station inspec- type certificate data sheets, airworthiness direc-
tor and be signed off as an annual inspection only. tives, and other data such as the manufacturer's ser-
vice bulletins and service letters.
PROGRESSIVE INSPECTION
At times, aircraft operators may feel that it is not The manufacturer provides guidelines to help an
economical to keep the airplane out of commission operator select an appropriate inspection program
long enough to perform a complete annual inspec- for their specific operation. For example, if an air-
tion at one time. In which case, the owner may elect craft is flown more than 200 hours per calendar
to use a progressive inspection schedule. A progres- year, a progressive inspection program is most
sive inspection is exactly the same in scope and likely recommended to reduce aircraft downtime
detail as the annual inspection but allows the work- and overall maintenance costs.
load to be divided into smaller portions and per-
formed in shorter time periods. For example, the Again referring to Figure 17-3, this aircraft inspection
engine may be inspected at one time, the airframe chart outlines a typical schedule used in a progressive
inspection may be conducted at another time, and inspection program. As shown in the chart, there are
components such as the landing gear at another. items inspected at 50,100, and 200 hours, in addition
Progressive inspection schedules must ensure that to special inspection items that require servicing or
the aircraft will be airworthy at all times and con- inspection at intervals other than 50, 100 or
200
17-8 Aircraft Airworthiness Inspection
hours. The inspection intervals are separated in such narios such as high flying times, aircraft operated in
a way to result in a complete aircraft inspection every extremely humid environments, or in extremely
200 flight hours. This particular inspection program cold or wet climates. Because of the size and com-
would not be recommended or practical unless the plexity of most turbine-powered aircraft, the FAA
aircraft is flown more than 200 hours per year. requires a more detailed and encompassing inspec-
tion program to meet the needs of these aircraft and
Before a progressive inspection schedule may be flying conditions. Although they may be operated
implemented, the FAA must approve the inspection under Part 91, large and turbine-powered aircraft
program. The owner must submit a written request are often inspected under programs normally uti-
outlining their intended progressive inspection lized by air carrier or air taxi operations.
guidelines to the local FAA Flight Standards
District Office (FSDO) for approval. After approval, The registered owner or operator of a large or tur-
and before the progressive inspection program may bine-powered aircraft operating under Part 91 must
begin, the aircraft must undergo a complete annual select, identify in the aircraft maintenance records,
inspection. After the initial complete inspection, and use one of the following inspection programs: a
routine and detailed inspections must be conducted continuous airworthiness inspection program, an
as prescribed in the progressive inspection sched- approved aircraft inspection program (AAIP), the
ule. Routine inspections consist of visual and oper- manufacturer's current recommended inspection
ational checks of the aircraft, engines, appliances, program, or any other inspection program developed
components and systems normally without disas- by the owner/operator and approved by the FAA.
sembly. Detailed inspections consist of thorough The exception is in the case of turbine-powered
checks of the aircraft, engines, appliances, compo- rotorcraft operations, in which case, the owner/oper-
nents and systems including necessary disassembly. ator may choose to use the inspection provisions set
The overhaul of a component, engine, or system is out for small aircraft: annual, 100-hour, or progres-
considered a detailed inspection. sive inspection programs. After selection, the opera-
tor must submit an inspection schedule, along with
A progressive inspection program requires that a instructions and procedures regarding the perfor-
current and FAA-approved inspection procedure mance of the inspections, including all tests and
manual for the particular airplane be available to checks, to the local FAA FSDO for approval.
the pilot and maintenance technician. The manual
explains the progressive inspection and outlines the A continuous airworthiness inspection program is
required inspection intervals. All items in the designed for commercial operators of large aircraft
inspection schedule must be completed within the operating under FAR Part 121, 127, or 135. It is one
12 calendar months that are allowed for an annual element of an overall continuous airworthiness
inspection. The progressive inspection differs from maintenance program (CAMP) currently utilized by
the annual or 100-hour inspection in that a certified an air carrier that is operating that particular make
mechanic holding an inspection authorization, a and model aircraft. [Figure 17-4]
certified repair station, or the aircraft manufacturer
may supervise or conduct the inspection.
If the progressive inspection is discontinued, the
owner or operator must immediately notify, in writ-
ing, the local FAA Flight Standards District Office
(FSDO) of the discontinuance. In addition, the first
complete inspection is due within 12 calendar
months or, in the case of commercial operations,
100 hours of operation from the last complete
inspection that was performed under the progres-
sive inspection schedule.
Figure 17-4. Large turbine powered corporate jet owners may
LARGE and TURBINE POWERED elect to use a continuous airworthiness inspection program
MULTI-ENGINE AIRCRAFT because of the complexity of the aircraft and its systems.
Large (over 12,500 lbs. gross takeoff weight) and
multi-engine turbine aircraft operating under FAR
Part 91, require inspection programs tailored to the A continuous airworthiness inspection program
specific aircraft and its unique operating condi- might be chosen under Part 91 operations when an
tions. These unique conditions would include sce- air carrier purchases or leases an aircraft operating
Aircraft Airworthiness Inspection 17-9
under another air carrier's 121 certificate. For exam- manufacturer's inspection program is generally
ple, Airline B purchases an aircraft from Airline A. used as the basis of an owner developed inspection
The aircraft must be operated under an inspection plan. However, deviation from the manufacturer's
program during the transition from Airline A to inspection program must be supported and
Airline B. Instead of creating an entirely new approved by the FAA. The customized plan must
inspection program tailored to the specific aircraft include the inspection methods, techniques, prac-
during this transition period, Airline B may choose tices, and standards necessary for the proper com-
to keep the aircraft on its current continuous air- pletion of the program. Most owner developed
worthiness inspection program until it is placed on inspection programs include inspection and repair
the new owner's Part 121 operating certificate. requirements only, and do not require continual
maintenance performed to their aircraft.
An approved aircraft inspection program (AAJP) may
be chosen by on-demand operators who operate under
CONFORMITY INSPECTIONS
Part 135. If the FAA determines that annual, 100 hour,
Aircraft are manufactured to FAA approved specifi-
or progressive inspections are not adequate to meet Part
cations. Alterations made to the original design
135 operations, they may require or allow the imple-
specifications of the aircraft require approval in the
mentation of an AAIP for any make and model aircraft
form of a sign-off from a certificated maintenance
the operator exclusively uses. The AAIP is similar to the
technician or, in the case of a major repair or alter-
CAMP utilized by most Part 121 air carriers. This pro-
ation, approval from the FAA on form 33 7. The
gram encompasses maintenance and inspection into an
absence of approval for any alteration renders the
overall continuous maintenance program. [Figure 17-5]
aircraft unairworthy. A conformity inspection is an
essential element of all aircraft inspection programs
and performed to determine whether the aircraft
conforms to or matches its approved specifications.
Figure 17-6. (1 of 2) Typical conformity inspection checklist. A mechanic visually inspects the aircraft then documents the actual
aircraft and equipment information on a conformity checklist. The checklist is then compared to the aircraft's specifications to
determine airworthiness compliance.
Aircraft Airworthiness Inspection 17-11
Page 2 of 2
Figure 17-6. (2 Of 2)
Although the conformity inspection is an important entirely carried out. For example, an IA performing
part of the overall inspection process, it is one of the an annual inspection is responsible for determinig
most common inspections overlooked the airworthiness of the aircraft. Many
or not times,
77-72 Aircraft Airworthiness Inspection
inspectors fail to visually verify the equipment Ongoing maintenance is not required on aircraft
installed on the aircraft with the equipment list. In operated under Part 91. The operating rules of Part
doing so, the IA may overlook a piece of equipment 91 only require an owner to correct discrepancies
installed on the aircraft but not documented in the found during inspection intervals. Air carriers, on
maintenance records, which could render the air- the other hand, must perform aircraft maintenance
craft unairworthy. The verification of the presence and inspection on a continual basis.
of equipment installed in the aircraft, but not veri-
fying that the installation was properly performed Air charter operations regulated under Part 135
may also render the aircraft technically unairwor- offer another unique operating environment.
thy. The inspector must not only verify the physical Depending on the type of operation, and the size
presence of items but also confirm whether the and complexity of aircraft operated, a range of
installation of the equipment was properly per- inspection rules apply. Part 135 operators may
formed, especially if the installation was done with- choose from several different inspection programs
out proper documentation. depending on the number of seats and complexity
of the aircraft.
A skilled and effective inspector meticulously veri-
fies the installation of equipment list items. Not PART 121 AIR CARRIER INSPECTIONS
only verifying that they are physically in the air- Air carriers operating under Part 121 must maintain
craft, but also that they were properly installed and, their aircraft under a Continuous Airworthiness
in the case of a major repair or alteration, that a form Maintenance Program (CAMP). A continuous air-
337 was created and approved by the FAA. worthiness inspection program is one element of an
overall CAMP. The basic requirements of a CAMP
AIR CARRIER & AIR CHARTER include inspection, scheduled and unscheduled
OPERATIONS maintenance, overhaul and repair, structural
inspection, required inspection items (RII), and a
Aircraft operators regulated under FAR Part 121 or reliability program. Specific instructions, standards,
135 must maintain their aircraft under comprehen- and operations specifications for each element of
sive maintenance and inspection programs. One of the continuous airworthiness maintenance program
the differences between Part 91 operations and Air must be included in the air carrier's maintenance
Carrier operations is that Part 121 operators must manual for the specific aircraft for which it is
continually maintain and inspect their applicable. A CAMP is a fleet program and encom-
aircraft.
A Check: A-1 Log book and maintenance forms review. Required no more than 125 flight hours
check A-2 Exterior visual check, routine and specific from the last equalized A and/or C check.
check A-3 inspections, and routine aircraft servicing.
check A-4 Replacing time-limited items. Operational
check checks.
C Check Includes "A: check items in addition to Required no more than 3600 flight hours
detailed inspections of aircraft, engines, from the last C check.
components, and appliances.
D Check: D-1 Includes "C" check items in addition to Required to be performed at no more than
check D-2 extensive dissassemby and opening up of the 9000 flight hours or 3 calendar years,
check D-3 aircraft, and weight & balance. Flight test after whichever occurs first from the last phase D
check D-4 operational checks. check.
check
Figure 17-7. Typical air carrier maintenance "letter check" schedule outlining the scope and time intervals of required inspections
for a specific type of aircraft. The maintenance schedule outline is used in conjunction with the specific work cards to maintain
the airworthiness of the aircraft and all installed equipment.
Aircraft Airworthiness Inspection 17-13
passes the entire group of aircraft versus inspection based on calendar hours while all other letter
programs regarding individual aircraft such as an checks are based on flight hours. The completion of
AAIP, which is utilized under Part 135 air charter an "A" check eliminates the need for a service
operations. check due at the identical time interval. In other
words, if a more detailed inspection is performed,
Like a progressive inspection program, the FAA it may zero out the less-encompassing inspection
must approve a continuous inspection program. due time. A service check is due 48 calendar hours
This inspection program is extremely comprehen- from the completion period of a "service", "A",
sive, specific to the operator's aircraft, and requires "C", or "D" check. The next "A" check phase is due
complex maintenance facilities and large numbers 125 flight hours from a completed "A", "C", or "D"
of technical personnel. A continuous airworthi- check. This inspection schedule shows a series of
ness inspection program is a program of "A" checks between each "C" check. There are
FAA-approved inspection schedules which allow twelve sets of "A" checks (A-l, A-2, A-3, A-4)
aircraft to he continually maintained in a condition between each complete heavy "C" check. "C"
of airworthiness without being taken out of checks are due every 3600 flight hours and two
service for long periods of time. This program comprehensive "C" checks are due between every
keeps aircraft downtime to a minimum due to heavy "D" check.
segmented maintenance or inspections intervals,
thereby keeping the aircraft in service in a more Each level of inspection must be clearly defined in
efficient and convenient manner. the operator's continuous airworthiness inspection
program. For example, a specific area of the aircraft
The continuous inspection program for a large air may require only a visual inspection during
carrier may, as an example, consist of "letter check" pre-flight, "service checks", and "A" checks but
inspection schedules. An example of a typical letter may require a detailed inspection in the same area
check inspection schedule is outlined in Figure for a heavy "C" or "D" check. In most letter check
17-7. Letter checks are normally scheduled prior to maintenance schedules, the inspection and
due times or cycles. Over-flying due times or cycles maintenance become more detailed and build upon
of any required inspection is a direct violation of the prior letter check performed.
FAA regulations and may include large monetary
fines. [Figure 17-7]. Work cards act as control documents in the contin-
uous inspection process. Job cards are issued for all
It is difficult to provide an overall description of a aspects of CAMP inspections and are used to orga-
general air carrier inspection program because each nize inspection instructions and account for the
air carrier's CAMP is designed specifically to its air- specific steps involved. Depending on the scope of
craft and type of operating conditions. Hence, every inspection, several work or job cards are refer-
air carrier operating in the U.S. utilizes a different enced. Each work card outlines one specific area of
CAMP designed specifically for its individual needs the inspection. Figure 17-8 is an example of a work
and specific flight operations. card used during a heavy "C" check regarding an
air carrier aircraft. The work card provides an out-
There are many different methods of inspection line of a specific area of the aircraft inspection.
scheduling, inspection frequency, and terminology Recurring airworthiness directives and manufac-
used throughout the airline industry. For example, turer's service bulletins are usually incorporated on
one airline may refer to cursory line maintenance work cards also. The work card provides account-
as a "daily" check, while another may refer to the ability columns where the inspector or mainte-
same type of line check as a "service" check. The nance technician signs off each step as it is
scope of these types of inspections is also designed inspected or serviced. In addition, specific instruc-
explicitly for the particular aircraft. What is tions, including reference figures, may be included
included in a daily check for one specific type of with each work card. The completed work card
aircraft may not be comprehensive enough for becomes part of the aircraft's maintenance record.
another. Again, figure 17-7 illustrates a letter check [Figure 17-8]
schedule including phase inspections within the
"A" and "D" checks regarding a specific type of FAR Part 121 outlines the specific approval for
aircraft. return-to-service requirements for air carrier
operations.
In this schedule arrangement, service checks
are
77-74 Aircraft Airworthiness Inspection
Figure 17-8. (1 of 2) Work/job card which references the "Left elevator/tab structure and hinge fitting" inspection required at a
heavy "C" check. The work card includes the specific inspection steps along with supporting documentation helpful in the com-
pletion of the inspection.
Aircraft Airworthiness Inspection 17-15
FIG1
77-76 Aircraft Airworthiness Inspection
An approved aircraft inspection program (AAIP) is is not to say that a manufacturer's program cannot
the inspection program most often implemented by be used, but it must be identified as an AAIP and
FAR Part 135 operators. It is similar to a continuous approved for a particular operator as that operator's
airworthiness maintenance program used by Part program, not the manufacturer's.
121 air carriers. However, AAIPs are not fleet
inspection programs and do not require continual When establishing an approved aircraft inspection
maintenance. They require continual inspection program (AAIP), it should include avionics, instru-
and are set up for the individual aircraft by registra- ment systems, and appliances. These types of sys-
tion number and serial number. Air charter opera- tems are not always installed by the aircraft manu-
tions may have several different AAIPs for different facturer and may not be included in their recom-
aircraft operated. mended inspection program. The AAIP must include
instructions and procedures for all installed systems.
For example, an air charter operation that operates
an aircraft with 9 or fewer seats may inspect that Approved aircraft inspection programs are similar to
particular aircraft under 100-hour or progressive continuous airworthiness inspection programs in
inspection intervals. The same operation may also that they both differ tremendously from operator to
operate several larger, complex aircraft and inspect operator and aircraft to aircraft. An example of an
them under separate AAIPs. It is possible for an air AAIP might contain a daily service check, a 50-hour
charter operator to use a different inspection pro- Preventative Maintenance Inspection (PMI), a series
gram for each of its aircraft, progressive for one, of 5 separate phase inspections conducted 150 hours
AAIP for another, etc. [Figure 17-9] apart, a 2500-hour major airframe inspection, and
additional maintenance items that include stand-
Manufacturers' inspection programs are more spe- alone inspections. [Figure 17-10] [Figure 17-11]
cific than the 100-hour or annual inspections but
lack the ease and control provided by the approved SPECIAL INSPECTIONS
aircraft inspection program. An AAIP allows the Special inspections are scheduled inspections with
operator to choose their own maintenance and prescribed intervals other than the normally estab-
inspection schedules. An AAIP is not considered lished inspection intervals set out by the manufac-
better than a manufacturer's program, however, an turer. Special inspections may be scheduled by
AAIP provides the FAA inspector with more control flight hours, calendar time, or aircraft cycles. For
of the program's content. It requires the operator to instance, in the case of a progressive inspection
validate its programs and revisions to the inspector schedule for a small Cessna, special inspections
which manufacturer's programs do not require. This occur at intervals other than 50, 100, or 200 hours.
Aircraft Airworthiness Inspection 17-17
After "phase 4" inspection is completed, repeat inspection sequence. The complete program must be accomplished at
least one time every 24 calender months. Any part of the inspection not completed is due immediately. Completion of
phases 1-4 is considered a "complete inspection."
Special inspection items are usually explained in inspection and certification in the aircraft mainte-
the notes section of the service manual inspection nance records.
chapter.
The altimeter certification may be conducted by the
Examples of special inspection items may include manufacturer of the aircraft, or by a certificated
oil change information after an engine overhaul, the repair station (CRS) holding an appropriate rating
inspection and replacement of hoses at engine over- that authorizes this particular inspection. However,
haul, and magnetic compass compensation every a certified airframe technician may perform the sta-
1000 hours. Additionally, inspection and replace- tic pressure system leakage tests and integrity
ment of the rubber packings on each brake at 5-year inspection but cannot perform the certification.
intervals, and inspection and lubrication of the ele-
vator trim tab actuator at 500-hour intervals may ATC transponder inspections are also considered
also constitute special inspection items. Each man- special inspections. The radar beacon transponder
ufacturer outlines special inspection items specific that is required for aircraft operating in most areas
to each model of aircraft. of controlled airspace must be inspected each 24
calendar months by any of the following: a certifi-
Altimeter and static system inspections and certifi- cated repair station approved for this inspection, a
cations are considered special inspections. Every holder of a continuous-airworthiness maintenance
aircraft operated under Instrument Flight Rules program, or the manufacturer of the aircraft on
must have its altimeters and static systems which the transponder is installed. This test is
inspected and certified for integrity and accuracy required by FAR Part 91.413 and described in FAR
every 24 calendar months as required by FAR Part Part 43, Appendix F.
91.411. The scope of the altimeter and static system
certification is outlined in FAR Part 43, Appendix The emergency locator transmitter (ELT) inspection
E. The altimeter is checked for operation and accu- is also considered a special inspection. FAR Part
racy up to the highest altitude it is used, usually the 91.207 requires the ELT inspection every 12
aircraft's service ceiling, and a record made of this months. The inspection entails checking for proper
17-18 Aircraft Airworthiness Inspection
Figure 17-11. An example of an AAIP phase 1 inspection job card and control document.
Aircraft Airworthiness Inspection 17-19
installation, battery corrosion, operation of the con- Flight into severe turbulence
trols and crash sensor, and the ELT signal. Check the
ELT battery's expiration date and record the expira- Flight into volcanic ash
tion date for replacing or recharging the battery in
the maintenance record. The expiration date must Overtemp conditions
also be legibly marked on the outside of the ELT.
Overweight landings
CONDITIONAL INSPECTIONS
A conditional inspection is an unscheduled inspec- Exceeding placarded speed of flaps
tion conducted as a result of a specific over-limit, or and landing gear
abnormal event. Examples of events requiring spe-
cial inspections include: Bird strike
JII-
This propeller shows signs of erosion on the leading edge due to sand, dirt,
and foreign objects wearing away the surface metal
become familiar with are tension, compression, tor- Compression overloads may manifest as
sion, shear, and bending overloads. [Figure 17-13] bulges in the metal skin, breaks in paint, and
bows or bends in the long members such as
Tension overloads usually occur after hard wing struts. Wood compression may be
landings, taxiing on rough fields, or flight in detected by a slight ridge across the face of the
turbulent air. Failure is indicated by signs of member at right angles to the grain.
the pulling away of fittings from the fuselage,
failure of welded areas, wrinkling of metal Torsion or twisting overloads will turn one
skin, and deformed or cracked fittings. end of a part around its longitudinal
axis
77-22 Aircraft Airworthiness Inspection
Tension or stretching damage may be exhibited by the pulling away of the skin from the structure
of an aircraft. In this example, the lower wing skin of a damaged Beech Bonanza has been pulled
away from the riveted seam exposing the interior wing area-
The firewall of this small aircraft was compressed in a hard landing. The
firewall is constructed of stainless steel requiring a large amount of
compression stress overload
while the other end is held fixed or turned in Bending overloads cause rigid members to
the opposite direction. Wheels caught in curve or bow away from a straight line. Hard
frozen ruts during landing may twist the land- landings, abnormal flight loads, and improper
ing gear and cause torsion damage. Careful ground handling may cause bending damage.
inspection of the landing-gear torque links Wood or metal skin may show signs of wrin-
should be made after landing on rough or rut- kling, cracking, or distortion. On fabric cov-
ted fields. Severe air loads imposed upon the ered airplanes, a bent member may be detected
aircraft during flight through turbulent air may by looseness or wrinkling of the fabric.
twist the control surfaces. Improper rigging of
the wing and tail control surfaces may also The primary source of heat damage affecting the air-
cause torsion overloads by producing a posi- craft is the powerplant. Inspectors must be familiar
tive load on one side of the surface at all times. with direct and indirect heat sources that cause
Shear overloads result from forces that are damage. Direct heat damage is normally caused by
applied to an object in an opposite but parallel leaking exhaust gases, and, in the case of severe
direction. When a shear overload is applied, leaks, may allow flames to escape resulting in dev-
the part having the least resistance to the force astating consequences. Indirect heat damage may
will fail first. Because bolts, rivets, and clevis result from excessive engine compartment heat
pins are used in areas subject to shear forces, indicated by high oil and cylinder head tempera-
they should be inspected for shear failure. tures, blistering paint on the engine cowling, and
Bent, torn, or deformed bolts, rivets, or clevis odors of burned oil or rubber during or after engine
pins are good indications of shear damage. run-up.
Aircraft Airworthiness Inspection 17-23
Figure 17-16. During the pre-inspection phase, the aircraft is prepared for the inspection by removing all applicable inspection pan-
els and completely uncowling the engine compartment. It is important to have access to as much of the aircraft, systems, and
components as possible for a complete inspection.
Aircraft Airworthiness Inspection 17-25
requested and serves as a record of parts, supplies, and, on a base level, whether the aircraft has had
and labor expended on the aircraft. While inter- maintenance performed in a consistent manner.
viewing the owner, describe the work requested and Maintenance records are researched to determine
any discrepancies that the owner wants repaired. information such as the type of oil in use, ELT bat-
The owner then signs the work order before work tery expiration and operational test date, altimeter
begins on the aircraft. [Figure 17-17] and transponder test due dates, when the spark
plugs were last changed, age of the battery, when
vacuum system filters were last changed, life-lim-
ited parts status, aircraft total time, major repair
and alteration information, and engine time since
overhaul (TSO). [Figure 17-18]
MAINTENANCE RECORDS AND AIRCRAFT In addition to the records review, the inspection
SPECIFICATION REVIEW checklist must be obtained that is specific to the
The maintenance record and aircraft specifications aircraft make and model. When performing annual
review is a very important part of any inspection or 100-hour inspections, the use of a checklist is
and takes place before the aircraft is physically required by FARs. The technician may design a
examined. Maintenance records can reveal quite a checklist that is specific to the aircraft being
bit about the care and maintenance of an aircraft. inspected, or use a checklist provided by the man-
The maintenance history of the aircraft is carefully ufacturer of the aircraft, engine, propeller, and
examined to determine repetitive maintenance installed components as long as it meets the mini-
problems, airworthiness directive compliance, any mum requirements outlined in 14 CFR part 43
major repairs and alterations done to the aircraft, Appendix D.
77-26 Aircraft Airworthiness Inspection
AIRWORTHINESS DIRECTIVES
Airworthiness directives (AD) are issued by the
FAA to correct unsafe conditions that affect the
Figure 17-19. Inspections begin with service information
research. This mechanic is researching service bulletin
safety of an aircraft. ADs are mandatory and require
information using microfiche. Although microfiche is a compliance. Thus, it is imperative to comply with
valid and accurate way to research and compile current all ADs that apply to the aircraft. At the beginning
maintenance information, it is being replaced with com- of every inspection, research and compile a listing
puterized search programs that do not require extensive of all airworthiness directives that are applicable to
microfiche libraries. One CD-ROM takes the place of hun- the aircraft, its engine, propeller and any installed
dreds of microfiche making it easier and more efficient to
update and research information. component.
Aircraft Airworthiness Inspection 17-27
In the case of airworthiness directives, they may be tion through the entire range of travel. Also, verify
researched in the same manner as service bul- that the flap indicator agrees with the actual flap
letins: manually through microfiche or computer position. Check flight control movement and travel,
search programs. In addition, several maintenance making note of any roughness or malfunction. Verify
information companies provide detailed searches that the ailerons move in the proper direction with
that are applicable to the particular model of air- alternating control inputs; rotating the yoke to the
plane and its installed equipment for nominal fees, right moves the right aileron up and left aileron down
thus eliminating the need for inefficient research and vice versa 'when rotating the yoke to the left.
time.
Also, while the electrical power is available, check
Aircraft owners are required to maintain the current the radios for proper operation, listening for any
airworthiness directive (AD) status of their aircraft noise that may be caused by the interference of the
and all installed equipment. Included in the AD sta- engine or any aircraft system. Check the magnetic
tus is the method of compliance, AD number and compass reading for any deviation caused by elec-
revision date, whether the ADs are recurring or one- trical interference while the electrical systems are
time only, and finally, the time and date when the operating. Make sure the compass correction card,
next action is required. To improve the ability to if required, is placarded.
track AD compliance, most aircraft records include
a separate airworthiness directive compliance Set the altimeters to the current barometric pressure
record, which keeps a cumulative record of the cur- and compare the altimeter indication with the
rent AD status for a particular aircraft. Instead of actual field elevation where the aircraft is located
looking through logbooks page by page, the AD making note of any discrepancy. In addition, 'while
compliance record makes researching AD informa- operating at high RPM, check the instrument pres-
tion much easier by compiling AD compliance in sure or vacuum for proper operating range indica-
one convenient location. tions.
In addition to compiling the applicable AD infor- Check the operation of the fuel selector valve by
mation, the technician must be able to interpret the selecting each fuel tank to verify consistent engine
applicability and compliance sections in the body function when drawing fuel from individual tanks.
of the AD. Every AD applies to each aircraft or com- Make note of any changes in engine RPM, and fuel
ponent as identified in the applicability statement flow or pressure fluctuations. Check the fuel pres-
regardless of the classification or category. The ser- sure produced by the engine-driven pump and,
ial number range or series of aircraft or component after shutdown, by the electric boost pumps. After
that is listed in the applicability statement deter- engine shutdown, listen to the gyro instruments as
mines whether the AD is valid for that particular they run down to detect any bearing roughness.
aircraft or component. When there is no serial num-
ber range specified, the AD applies to all serial num- After the engine is shutdown, uncowl the engine
bers. [Figure 17-20] and look for any loose or disconnected lines, oil
and fuel leaks, or any other irregularity. Finally,
INITIAL RUN-UP once the run-up is concluded, completely wash
After completing the pre-inspection paperwork and down the engine to remove all oil and dirt that
maintenance records review, perform an engine run- might hinder a complete inspection.
up to provide a baseline of engine parameters to
compare to the post-inspection run-up indications. EXAMINATION PHASE
A pre-inspection run-up also warms the engine and The primary purpose of the examination phase is to
provides proper lubrication. Perform an engine run- physically evaluate the airworthiness of the aircraft
up to determine whether the engine develops and its components. All of the subsequent activities
proper static rpm and manifold pressure, if applica- of the inspection are dependent upon, and in sup-
ble, and to check pressures and temperatures to be port of, the examination phase of the inspection.
sure that they are within proper operating ranges.
Check the magnetos, carburetor heat, and propellers The examination phase is the actual inspection of
for the proper operation, and test the generator or the aircraft. It starts with a conformity inspection,
alternator for proper output. which compares the actual aircraft with its certifi-
cation specifications. It then proceeds to looking at,
During the run-up, check the operation of electrical feeling, checking, measuring, operating, moving,
flaps for symmetrical movement and smooth opera- testing, and whatever else is needed to determine
17-28 Aircraft Airworthiness Inspection
Category - Airframe
Amendment 39-11241;
Docket No. 99-CE-01-AD
Applicability: Model PA-46-350P airplanes, serial number 4622191 through 4622200 and 4636001 through 4636175, certificated in any category.
Note 1: The affected serial numbers refer to airplanes that have been delivered since January 1995 and could have insufficientstrength wing attach
fittings installed. Airplanes manufactured after serial number 4636175 have this problem corrected prior to delivery.
Note 2: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered,
or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance
of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with
paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.
Compliance: Required within the next 100 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished.
To prevent the potential for failure of the wing attach fittings caused by the utilization of substandard material, which could result in the wing
separating from the airplane with consequent loss of control of the airplane, accomplish the following:
(a) Install reinforcement plates to the wing forward and aft attach fittings by incorporating the Wing to Fuselage Reinforcement Installation Kit,
Piper part number 766-656. Accomplishment of the installation is required in accordance with the instructions to the above referenced kit,
as referenced in Piper Service Bulletin No. 1027, dated November 19, 1998.
(b) Special flight permits may be issued in accordance with Sees. 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and
21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.
(c) An alternate method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved the
Manager FAA, Atlanta Aircraft Certification Office (ACO). The request shall be forwarded through an appropriate FAA Maintenance
Inspector, who may add comments and then send it to the Manager, Atlanta ACO.
Note 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtainedfrom the
Atlanta ACO.
(d) The installation required by this AD shall be done in accordance with the instructions to the Wing to Fuselage Reinforcement Installation
Kit, Piper part number 766-656, dated November 6, 1998, as referenced in Piper Service Bulletin No. 1027, dated November 19, 1998.
This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
Copies may be obtained from the New Piper Aircraft, Inc. Customer Services. Copies may be inspected at the FAA, Central Region, Office of
the Regional Counsel or at the Office of the Federal Registry in Washington DC.
(e) This amendment becomes effective on September 24, 1999.
Figure 17-20. Example of an airworthiness directive regarding a Piper PA-46. ADs are set up in the same format: the heading show-
ing the AD number, revision date and subject, the "applicability statement" that distinguishes the aircraft or component applica-
bility, and the "compliance statement" that specifies the time and procedural requirements for AD compliance.
the condition of the aircraft and its components. A going to the next. For example, check the complete
checklist is followed with a planned sequence or aileron system from the control wheel to each aileron
order in which items of the aircraft are inspected. and back to the wheel. Then check the complete ele-
Note the needed service and discrepancies that are vator system. Jumping from one part of a system or
discovered during the examination phase on a dis- component to another leaves room for mistakes and
crepancy list. The discrepancy list is used for fol- the possibility of overlooking problem areas.
low-up repair either during the inspection or hy
another certificated technician after the completion SERVICE AND REPAIR PHASE
of the inspection. [Figure 17-21] The service and repair phase of the inspection
includes the necessary maintenance that is required
One of the most important considerations for an effi- to approve the aircraft for return to service and to
cient inspection is that it must be systematic. Using preserve its airworthy condition. Servicing consists
the checklist, inspect one complete system before of tasks such as lubricating wheel bearings
and
Aircraft Airworthiness Inspection 17-29
Inspection mirrors and flashlights are essential tools used during the
inspection process.
Ultra-sonic testing is a good way to inspect a window for hidden flaws, delamination
and to check window thickness. The use of a coupling gel is essential for proper indi-
cations.
77-32 Aircraft Airworthiness Inspection
Aircraft Airworthiness Inspection 17-33
Propeller
■? Spinner and spinner bulkhead
c /K Blades
Hub
Bolts and nuts
Engine compartment
Check for evidence of oil and fuel teaks, then clean entire engine compartment prior to inspection.
Engine oil, screen, filler cap, dipstick, drain plug and external filter element
n>c Oil cooler
Induction air filter: clean, inspect, replace if needed.
%c Induction air box, air valves, doors, and controls
Cold and hot air hoses
& L Engine baffles
"??C Cylinders, rockers box covers, and push rod housings
?> Crankcase, oil sump, accessory section, and front crankshaft seal
C All lines and hoses
35 Intake and exhaust systems
AD 97-12-06: Gascolator, tailpipe, and cowling area
c
Ignition harness
Spark plugs
Compression check: Cy! 1: ^IVSQ
Cyl 4 $0180 Cyl 2: 7^/80 Cyl 5 yy /80
i Injection system
Firewall
t
Fuel System
Engine cowling
Figure . (3 of 9)
17-23
Aircraft Airworthiness Inspection 17-37
Fuel tanks, fuel lines, sump drains, filler caps, and placards
X
Drain fuel and check tank interior, attachment, and outlet screens
Fuel vents, vent valves, & vent line drain
^L Fuel selector valve and placards
Fuel valve drain plug
Engine primer
-
fLanding Gear
O
!fe Brake fluid, lines and hoses, linings, disc, brake assemblies, and master cylinders
Main gear wheels, wheel bearings, step and spring strut, tires, and fairings
L Main and nose gear wheel bearing lubrication: clean, repack, & lubricate
Steering arm lubrication
Torque link lubrication
Nose gear strut servicing
^C Nose gear shimmy dampener servicing
Nose gear wheels, wheel bearings, strut, steering system, shimmy dampener, tire, fairing,
and torque links
Tires
Parking brake and toe brake operational check
Airframe
Aircraft exterior
Aircraft structure
Windows, windshield, and doors
Seats, stops, seat rails, upholstery, structure, and seat mounting
Safety belts and attaching brackets
Control "U" bearings, sprockets, pulleys, cables, chains, and tumbuckles
%c Control lock, control wheel, and control "U" mechanism
Instruments and markings
Gryos central air filter: plug vacuum line when removing filter
Magnetic compass compensation
Instrument wiring, and plumbing
Instrument panel, shockmounts, ground straps, cover, and decals and labeling
■> Defrosting, heating, and ventilating systems, and controls
Cabin upholstery, trim, sun visors, and ash-trays
S^
%/ Area beneath floor, lines, hoses, wires, and control cables
_ Lights, switches, circuit breakers, fuses, and spare fuses
Exterior lights
A Pitot and static systems
Stall warning system
Radios and radio controls
Radio antennas
% Avionics and flight instruments
c Antennas and cables
Battery, battery box, and battery cables
t ? c <--
Cessna 172R 100-hour inspection checklist
page 3 of 4
Figure 17-23. (4 of 9)
17-38 Aircraft Airworthiness Inspection
Battery electrolyte level: only use distilled water to maintain electrolyte level
4^ X Emergency locator transmitter (ELT): attachment, test, & expiration date - replace if expired
Control System
In addition to the items listed below, always check for correct direction of movement, correct travel, and
correct cable tension.
^7 C Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles, and fairleads
Chains, terminals, sprockets, and chain guards
^< Trim control wheels, indicators, actuator, and bungee
Travel stops
All decals and labeling
Flap control switch, flap rollers and tracks, flap position pointer and linkage, and flap electric
motor and transmission
Flap actuator jack screw threads
Elevator and trim tab hinges, tips and control rods
Elevator trim tab actuator lubrication and tab free-play inspection
Rudder pedal assemblies and linkage
Skin and structure of control surfaces and trim tabs
Balance weight attachment
Post inspection engine run-up
Engine temperatures and pressures
Static RPM
Magneto drop
yc Engine response to changes in power
Unusual engine noises
Fuel selector valve: operate engine on each tank position and OFF position long enough to
ensure proper selector valve function.
1<- Idling speed and mixture; proper idle cut-off
Alternator and ammeter operation
Suction gage:
%L Fuel flow indicator
After shutdown, check for fuel and oil leaks.
Clean up
f,L. Reinstall all inspection panels and cowlings
%L Wash exterior
- Clean windows and windshield
Clean and vacuum interior
Straighten seat belts
Final paperwork
Update AD compliance list
Complete work-order: regarding parts, supplies, and final labor figures
Figure 17-23. (5 of 9)
100-hour inspection - 172R
1 Trt*p* ll t,t~ -fek&.f-"t" ^"cpltf c<^ prop c I ier fi, kc_eM"" Removed S/N 3Ht I-12- ~A
■&& *.{ leok'tnj Ins tall ed S/N ㄎ&< ( -$
T r /// r/aa
C*-Ppier ec/ /€ A-*r- Wjfi(w \-lr~f Removed S/N ^2TfA/^O&Oi
Installed S/N t^Z>Z T&-JI
MECH INSP DATE
&r
5 Removed S/N
/cl-f 6frnbc lAk-f- R*p ^ced kPi f^robe
Installed S/N
iVof. fkh.h
MECH INSP DATE
&T l/ilpO
6 &t-T btkHer^ expired ^epia.crcX E-L-T hotter« Removed S/N O of "n " f 2.3
j J Installed S/N 51M ~ 6?5?7
MECH INSP DATE
IS
c AIRWORTHINESS DIRECTIVE COMPLIANCE RECORD -PS.
One time
Recurring
AD# Effectivity Su bj ect Date & hours Method of Compliance Next com p. Authorized
Date @ compliance @ hrs/date signature, cert,
type, & number
Figure 17-23. (8 of 9)
17-42 Aircraft Airworthiness Inspection
January 20, 2000 Aircraft Total time: 1140.8 hours, Engine TSMO: 0 hours
Performed 100-hour inspection in accordance with FAR part 43 appendix D and Cessna 172 service
manual, section 2-6 through 2-12. Airworthiness Directive compliance may be found in aircraft
records. Compression test results: #1-78/80, #2-79/80, #3- 79/80, #4- 80/80, #5- 79/80, #6-79/80.1
certify this engine has been inspected in accordance with a 100-hour inspection and was determined
to be in airworthy condition. yu^?^. C* >1* - - A&P. No. 123456789
Beth Collins
Performed 100-hour inspection in accordance with FAR part 43 appendix D and Cessna 172 service
manual, section 2-6 through 2-12. Airworthiness Directive compliance may be found in aircraft
records. I certify this propeller has been inspected in accordance with a 100-hour inspection and was
determined to be in airworthy condition. \P#j &C iLㄒ*^> A&P. No. 123456789
Beth Collins
Figure 17-23. (9 of 9)
AIRCRAFT MAINTENANCE RECORDS
INTRODUCTION
Aircraft maintenance records provide evidence that
the aircraft conforms to its airworthiness requirements,
therefore, incomplete or missing records may render
the aircraft unairworthy. Aviation maintenance techni-
cians are required to record maintenance entries and
aircraft owners are required to maintain them.
• The completion date of the work performed.
To keep the maintenance history of the aircraft, Normally, this is the date the work was com-
engines, propeller, components, and appliances pleted. However, the dates may differ when
clear and easy to research, maintenance record work is accomplished by one person and
entries and inspection entries should be separated. approved for return to service by another.
Maintenance and inspection records document dif- • The name of the person performing the work
ferent events altogether. Individual FARs outline the if it is someone other than the person approv
requirements of maintenance and inspection record ing the return to service.
entries; Part 43.9 outlines maintenance entry
requirements and Part 43.11 outlines inspection • The signature, certificate number, and type of
entry content. According to FAR Part 43.9, inspec- certificate held by the person approving the
tion events are specifically excluded from the work for return to service. Two signatures may
required maintenance record entries; again, reinforc- appear in the case of one person performing
ing the idea that maintenance events and inspection the work and another returning the aircraft to
events need separate maintenance log entries. service, however, a single entry is acceptable.
MAINTENANCE RECORD FORM As discussed earlier, the FARs require the mainte-
AND CONTENT nance technician to produce maintenance records
Except for Air Carrier and some Air Charter opera- that contain specific information. The owner, how-
tors, technicians who maintain, perform preventive ever, is responsible for maintaining records that
maintenance, rebuild, or alter an aircraft, airframe, contain additional information. According to FAR
aircraft engine, propeller, appliance, or component Part 91.417, owners must maintain the following
are required to make an entry in the maintenance information:
record containing the following: • The total time-in-service of the
A description of the work performed or refer- airframe,
ence to FAA acceptable data. The description engines, propellers, and each rotor. Time in
should describe the work performed so that a service, with respect to maintenance
person unfamiliar with the work may under- time
stand what was done, along with the methods records, is defined as the time from
and procedures used in performing it. When the
the work becomes extensive, it could result in moment an aircraft leaves the surface of the
a very large record. To prevent this, the rule earth until it touches down at the next point of
permits reference to technical data that is landing. Part 43.9 does not require time in ser
acceptable to the FAA in lieu of making the vice to be part of maintenance record entries.
detailed entry. Manufacturer's manuals, ser- However, Part 43.11 requires time-in-service
vice bulletins, service letters, work orders, air- to be recorded in the inspection entries under
worthiness directives, advisory circulars, and Part 91 and Part 125.
other acceptable data that accurately describe
what was done may be referenced. • The status of life-limited parts of each air-
frame, engine, propeller, rotor, and
appli
ance. If the total time of the aircraft and the
time-in-service of a life-limited part are both
recorded in a maintenance entry, then the nor
mal record of time-in-service automatically
meets this requirement.
Again, if the total time of the aircraft and the Aircraft owners are not required to keep separate
time since the last overhaul are both recorded logbooks for the airframe, engines, propellers, or
in a maintenance entry, then the normal appliances; however, most do. Most owners, who
record of time-in-service automatically meets operate under Part 91 rules, maintain airframe,
this requirement. engine, and propeller logs. This practice helps in
• The current inspection status of the aircraft, the research and tracking of the aircraft history,
including the time since the last inspection time-limited items, inspection times, airworthiness
that was required by the inspection program directive compliance, etc. The maintenance techni-
under which the aircraft and its appliances are cian must know where to record specific types of
maintained. maintenance and inspection information. For exam-
• The status of applicable airworthiness direc ple, an engine oil and filter change would be
tives [AD] including the method of compli recorded as a maintenance entry in the engine log-
ance, the AD number, revision date, whether book. However, the repair of the exhaust system
or not the AD involves recurring action, and, if would be recorded as a maintenance entry in the
applicable, the time and date when the next airframe logbook.
action is required.
• Copies of FAA Form 337 for each major alter INSPECTION RECORD FORM
ation to the airframe and currently installed AND CONTENT
engines, rotors, propellers, and appliances. Before any inspection is considered complete, the
inspection record entry must be recorded in the air-
The list of information that the owner must main- craft's maintenance records. The inspection record
tain varies from the list of information that the requirements of FAR Part 43.11 apply to the annual,
maintenance technician must record. Although the 100-hour, and progressive inspections under Part
technician is not required to record the above listed 91. FAR Part 43.11 also applies to inspection pro-
information, thorough technicians include it in the grams under Part 125, approved aircraft inspection
maintenance logbook entries. Figure 17-24 and fig- programs (AAIP) under Part 135 and the 100-hour
ure 17-25 illustrate typical maintenance record and annual inspections under Part 135.411.
entries. [Figure 17-24] [Figure 17-25] Inspections performed on transport category aircraft
require record entries outlined in FAR Part 121.709.
April 10, 2000 Total time: 1002 hours A&P. No. 1347890
Performed 100-hour inspection in accordance with Figure 17-32 . Sample
FAR part 43 appendix D and manufacturer's
maintenance manual, section B1 through B10. entry pproved Aircraft Inspection Program (AAIP) entry.
Airworthiness Directive compliance may be found
in aircraft records. I certify that this aircraft has AIRWORTHINESS DIRECTIVE
been inspected in accordance with a 100-hour
inspection and a list of discrepancies and COMPLIANCE ENTRIES
unairworthy items dated April 10, 2000 has been Although it is the owner's primary responsibility to
provided for the aircraft owner.
maintain their aircraft in an airworthy condition,
including airworthiness directive compliance,
maintenance professionals may also have direct
responsibility for AD compliance. When 100-hour,
Figure 17-30. Sample entry nairworthy 100-hr inspection
record entry.
annual, or progressive inspections are performed on
an aircraft, the technician performing the inspection
is required to determine that all applicable airwor-
thiness requirements are met, including the compli-
PROGRESSIVE INSPECTION & ance of any applicable airworthiness directives.
APPROVED AIRCRAFT INSPECTION
PROGRAM (AAIP) ENTRIES When airworthiness directives are accomplished,
FAR Part 43.11(a)(7), which refers to inspection pro- maintenance personnel are required to include the
grams such as AAIPs and progressive inspections, completion date, name of the person complying
now requires a more specific statement than previ- with the AD, signature, certificate number, and kind
ously required. The entry must identify the inspec- of certificate held by the person approving the work,
tion program used, identify the portion or segment and the current status of the applicable "AD" in the
of the inspection program accomplished, and con- maintenance record entry. The owner is required by
tain a statement that the inspection was performed FAR Part 91.417 to maintain AD compliance infor-
in accordance with instructions and procedures for mation including the current status of the AD along
that particular program. Samples of a progressive with the method of compliance, the AD number,
inspection entry and an AAIP inspection entry fol- and revision date and, if the AD is recurring, the
low. [Figure 17-31] [Figure 17-32 ] time and date when the next action is required.
Aircraft Airworthiness Inspection 17-47
The recording of the airworthiness directive compli- Figure 17-33 illustrates an AD listing format that
ance may either be recorded in the maintenance log- keeps track of all ADs complied with on a specific
book and/or kept as a separate listing in the mainte- aircraft. [Figure 17-33] [Figure 17-34] [Figure 17-35]
nance records in the form of a running AD log.
first,
" ' ^-f ^-—
A. 123456789
Figure 17-33. Sample entry irworthiness directive (AD) Figure 17-34. Sample entry D compliance maintenance
compliance logbook entry regarding an AD that required an entry regarding a recurring AD entered in the engine log-
inspection and subsequent repair within 100 flight hours of book.
the effective date of the AD and recorded in the airframe
logbook.