APMPC FINAL LECS 7-9

AIRCRAFT
MAINTENANCE
MANAGEMENT
ENGR. DIVINE MAE L. MAGANGAN
AE 422
CONTENT
1 INTRODUCTION
3 AIRCRAFT MAINTENANCE MANAGEMENT STRUCTURE
5 THE ROLE OF MANAGEMENT IN AVIATION

MANAGEMENT
In the industry..
“people who are hired to seek corporation’s
interest and administer the organization’s
activities.”
In aviation business
organization…
“an act of getting people together
to accomplish the desired goals
and objectives in aircraft
maintenance.”
Director of maintenance (DOM), Base or
Station manager, and the Front Line
supervisors.
Required to go through company-based seminars and
training where they learn the techniques for effectively
managing people and where the focus is on the general
guidelines and principles of the corporation.
1. Investigating infractions
2. Unsatisfactory performance
3. Employee conduct
4. Serious incidents
5. Offenses
6. Attendance
7. Hate related issues
8. Aircraft Accidents
9. Employee injuries
AIRCRAFT MAINTENANCE MANAGEMENT STRUCTURE
AIRCRAFT MAINTENANCE MANAGEMENT STRUCTURE
regulated by CAAP PCAR Part 6
✓ A manager directs and coordinates department activities through
subordinate supervisors.
✓ The manager contributes to and participates in the training and
growth of subordinate supervisors.
✓ The manager reviews and analyzes reports, records, and directives,
and confers with supervisors to obtain data for planning department
activities, such as new commitment, status of work in progress, and
problems encountered.
✓ A manager also assigns or delegates responsibilities for specific
work or functional activities, disseminates policy, and sets deadlines
to ensure work is completed on time.
✓ Managers also coordinate department activities to ensure efficiency
and economy. They monitor costs by preparing budgets, reports,
and records on all maintenance departments for upper
management.
✓ Managers evaluate current policies, procedures, and practices, and
develop objectives for all departments, and implement and supervise
their development.
✓ Managers initiate or authorize the hiring, promotion, and discharging
of employees.
✓ Effective
Communication
Aviation Terminologies
Abbreviations
✓ Develop Good
Listening Skills
Feedback about their operations
and what changes are needed to
make them better.
✓Unavailability of an aircraft
✓When weather turns hazardous
due to snow, hail, or hurricanes,
and an aircraft cannot be flown to
another city, where it was
scheduled to fly.
✓Aircraft being out of service for
parts and damage.
MANAGERS IN AIRCRAFT MAINTENANCE
AIRCRAFT MAINTENANCE MANAGERS FRONT LINE
These managers face a variety of tasks and problems with SUPERVISOR/MANAGEMENT
aircraft on ground (AOG). Responsible for carrying out day-to-day managerial duties.
They delegate their work through the maintenance crew
They must know how to deal with this organized chaos, and chief or a maintenance lead mechanic who distributes work
good managers build their airline or maintenance as required for the operation.
department and their maintenance base into a very They are safety conscious. They keep abreast of industry
successful team that can tackle any obstacle with total trends and new developments in aviation, maintenance,
confidence. safety, system upgrade, and modifications to existing
systems.
MANAGER OF OVERHAUL SHOPS

Normally responsible for all overhaul shops.
a. Sheet metal b. Avionics c. Interior shops d. Engine
Must be synchronized with the hangar “C” check (heavy check) due to time limitations
of the aircraft on the ground for maintenance
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LINE AND HANGAR MAINTENANCE PART 1
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AIRCRAFT LINE
AND HANGAR
MAINTENANCE
AE 422
CONTENT
1 INTRODUCTION
2 LINE MAINTENANCE ORGANIZATION STRUCTURE
3 FUNCTIONS OF CONTROL MAINTENANCE

CONTENT
4 LINE MAINTENANCE OPERATION
5 HANGAR MAINTENANCE OPERATION
6 MORNING MEETINGS
CONTENT
7 SUPPORT AND OVERHAUL SHOPS
8 GROUND SUPPORT EQUIPMENT
9 OPERATION OF OVERHAUL SHOPS

IMPORTANCE OF LINE MAINTENANCE
✓ any maintenance that can be done on the aircraft in

service without disturbing the flight schedule.
✓ fast-paced maintenance environment, consisting of
scheduled and unscheduled maintenance
✓ Daily line maintenance checks, oil checks, 48-hour
check, “A” check items, “B” check at intervals of “A”
and “C” checks.
OVERVIEW OF
LINE MAINTENANCE
ORGANIZATION AND
STRUCTURE
Maintenance Control
Center Responsibilities FUNCTIONS OF CONTROL
MAINTENANCE
▪ Complete all daily checks on
designated aircraft.
▪ Perform transit or turnaround
maintenance on aircraft as needed.
▪ Coordinate servicing of these aircraft
(food, water, fuel, etc.).
▪ Troubleshoot maintenance problems
and schedule repairs (if possible) in
the allotted turnaround time or
defer maintenance (MEL, CDL, NEF)
until a more appropriate time.
Maintenance Control
MAINTENANCE
▪ Coordinate with various departments—
stores/material, engineering, inspection,
planning, and other M&E
organizations—for assistance in
resolving maintenance problems at the
home base or outstation.
▪ Coordinate with flight operations for the
maintenance, deferral of maintenance,
functional check flight (FCF), aircraft
ferry permits, whenever the schedule
may be impacted.
Maintenance Control
MAINTENANCE
▪ Track all aircraft during flight to
determine their location, maintenance
requirements, and status.
▪ Coordinate maintenance at outstations
with other airlines or approved third
party contractors as necessary.
▪ Collect log pages of any in-flight engine
shutdown (IFSD), bird strikes, lighting
strikes, or any emergencies that require
an aircraft to return from flight and or
any ground interruptions.
MCC needs..
▪ Centrally located room near the
main flight operations.
▪ Tally boards and computer
displays of all aircraft (aircraft
type and tail number)
▪ Communication devices
▪ Facility with an extensive
technical library.
▪ Sufficient and qualified staff: All
MCC staff should be licensed
mechanics
MCC also… ▪ Supports the airline’s reliability
program.
▪ Responsible for identifying and
reporting all delays, cancellations
and details of all incidents.
▪ Coordinates, issues, controls and
reviews all maintenance deferred
items under MEL,CDL and NEF
systems.
LINE MAINTENANCE
OPERATION—
GENERAL
Aircraft Logbook Maintenance Procedures
➢ Required by authority and airline to

document any maintenance
discrepancies.
➢ Recording of such information as total
flight hours and cycles when fixing an
aircraft’s maintenance discrepancy.
➢ Personnel who can write on the
logbook:
✓ Pilot/Flight Crew
✓ Aircraft Maintenance Technician
Flight crew signs upon receiving of aircraft.
Flight crew logs maintenance discrepancies during

preflight check, during flight or during postflight check.
MCC is notified and must provide a maintenance

personnel to address the problem.
The maintenance discrepancy may be fixed quickly or

deferred under the MEL program.
Once the MCC and AMT have agreed of the deferral item, AMT logs
info to the corrective action box adjacent to the mechanical
discrepancy box and signs off with the information and authorization
number of the MEL, which was obtained from the MCC.
When maintenance is completed and signed off, the AMT will

remove the log page copy and forward it to MCC.
The completed logbook (with original pages) is

forwarded to the aircraft records department.
The log pages sent to the MCC are entered

into the M&E maintenance database.
The information is used by M&E, QA, QC, and the reliability

department for various other actions, ATA verifications, and
future references.
RAMP AND TERMINAL OPERATIONS
TURNAROUND
- a short (often 30-minute) time span wherein flight handling, servicing, and maintenance
chores must be accomplished.
FLIGHT HANDLING
FLIGHT LINE
PREFLIGHT INSPECTION
- must be accomplished on the aircraft’s first flight of the day.
✓ Exterior safety
✓ Exterior preflight inspection
✓ Cabin safety inspection
✓ Flight deck equipment location
✓ Flight deck safety scan
POSTFLIGHT INSPECTION
- must be accomplished after each flight (less tedious)
Other Line Maintenance Activities
Other Line Maintenance Activities
LINE MAINTENANCE CREW SKILL REQUIREMENTS
✓Certified Mechanics approved by the regulatory authority.

✓Need to know the entire aircraft: all its systems and their interactions.
✓Line mechanics must deal with a different problem, often on a
different type of aircraft, each time they are called upon to meet an
incoming flight.
✓Certified to sign off maintenance tasks and authorize an aircraft to
“return to service.”
✓Familiar with aviation authority and airline regulations/policies.
✓Necessary skills to perform scheduled and unscheduled maintenance,
to troubleshoot the problems, to perform required inspections (RIIs)
and conditional inspections (hard landings, bird strikes, etc.), and to
do all the required paperwork.
HANGAR MAINTENANCE OPERATION
Hangar maintenance, whether or not the airline actually has a hangar for such
activity, refers to that maintenance which is done on an out-of-service (OTS)
aircraft.
1. Schedule checks (“C” check, “D” check,
heavy maintenance visit)
2. Modification of aircraft airframe or
aircraft systems according to service
bulletins, airworthiness directives, or
engineering orders
3. Fleet campaign directives
4. Aircraft engine removal and installation
5. Aircraft painting
6. Aircraft interior modifications
7. Special inspection required by the FAA
(i.e., corrosion program)
The hangar capabilities and needs
from those mentioned are
essentially the same:
(a) hangar space must be adequate
for the work performed, and
(b) hangar maintenance must be
planned, scheduled, and controlled
to ensure that the required work is
completed on time.
Director of Maintenance
Managerial and Supervisory

a) aircraft maintenance
b) ground support equipment
PROBLEM AREAS
✓ Nonroutine Items
✓ Parts Availability
✓ Parts Robbing
TYPICAL C-CHECK
(1) preparation;
(2) preliminary activities;
(3) conduct of the check;
(4) completion and sign-off;
and
(5) return to service.
MORNING MEETINGS
1) Aircraft out of service with maintenance status throughout

airline’s system (hangar and line maintenance)
2) Aircraft AOG situation and resolutions
3) The day’s flight schedule
4) Any significant issues or changes in maintenance that may
affect the day’s flight and maintenance work schedule
SUPPORT AND OVERHAUL SHOPS
SHEET METAL SHOP

AIRCRAFT INTERIOR SHOP

AIRCRAFT INTERIOR SHOP

AVIONICS SHOP
GROUND SUPPORT EQUIPMENT SHOP

GROUND SUPPORT EQUIPMENT
Ground support equipment is defined as “that equipment required to support the
operation and maintenance of the aircraft and all its airborne equipment.”
(a) equipment to support the

servicing and handling of operational
aircraft while engaged in flight
turnaround
and ground movement activities; and
(b) equipment used to facilitate
maintenance
whether at turnaround or during
scheduled or unscheduled downtime.
GROUND SUPPORT EQUIPMENT
MECHANICAL SHOPS
OPERATION OF OVERHAUL SHOPS
1) remove unit from the aircraft

2) send the unit to material for replacement
3) route unit to the repair facility (in-house or third party)
4) return serviceable unit to stores for reissue.
SHOP DATA COLLECTION
One very important source of such data is the overhaul shops.
While flight line and hangar reports provide information on
systems and components, the shop data provide useful
information on internal components of equipment and
subsystems that contribute to the on-aircraft failures and write-
ups. These shop data collection efforts are submitted through
shop tear-down reports that identify servicing, repair, and overhaul
actions taken, as well as the parts and supplies used in that
maintenance work. These components are then tracked by
reliability to determine if there is an unnecessarily high failure
rate that should be of concern to the airline or the equipment
manufacturer.
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AIRCRAFT INSPECTION AND CORROSION CONTROL
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AIRCRAFT
INSPECTION
Fundamentals of Inspection
Non-destructive Inspection
Hardness Tests
Engr. Divine Mae L. Magangan

AE 422
Topics
➢ Fundamentals of Inspection
➢ NDI : Non –destructive Inspection
➢ Hardness Tests and other Material Testing 2
FUNDAMENTALS
OF INSPECTION
Fundamentals of Inspection
➢ Description
➢ Inspection Preparations
➢ Publications 4
➢ Regulatory Documents
➢ Routine/Required Inspection
➢ Altimeter and Transponder Inspections
➢ Special Inspection
➢ In depth information for Routine/Required
Inspections
➢ Inspection Guidelines and Procedures
➢ Phases of Inspection
INSPECTION
▹ Inspections are visual examinations and

manual checks to determine the condition of
an aircraft or component. 5
▹ An inspection system consists of several

processes, including reports made by
mechanics or the pilot or crew flying an
aircraft and regularly scheduled inspections
of an aircraft.
▹ An inspection system is designed to maintain
an aircraft in the best possible condition.
PREPARATIONS
1. Aircraft Logs
▹ “Aircraft logs,” is an inclusive term which

applies to the aircraft logbook and all
supplemental records concerned with the 7
aircraft.
▹ The aircraft logbook is the record in which all
data concerning the aircraft is recorded.
Information gathered in this log is used to
determine the aircraft condition, date of
inspections, time on airframe, engines and
propellers.
8
2. Checklist
▹ Always use a checklist when performing an

inspection.
▹ The checklist may be of your own design, one 9
provided by the manufacturer of the

equipment being inspected, or one obtained
from some other source.
10
PUBLICATIONS
Aeronautical publications are the
sources of information for guiding
aviation mechanics in the operation
and maintenance of aircraft and
related equipment.
Publications
▹ Manufacturers’ Service
Bulletins/Instructions/Letters
￭ SBs describe procedures that must be 12
observed for safety reasons.
￭ SIs describe modifications, processes
and other information pertinent to
maintenance, repair and overhaul.
￭ SLs are issued to explain service policies
and introduce new products and
processes approved for the components.
Publications
▹ Aircraft Maintenance Manual

13
▹ Overhaul Manual
▹ Structural Repair Manual
▹ Illustrated Parts Catalog

Publications
▹ Master Minimum Equipment List

￭ MMEL is an approved document created
specifically to regulate the dispatch of an 14
aircraft type with inoperative equipment.
▹ Minimum Equipment List
￭ MEL is a customized MMEL based on the
aircraft configuration/modifications and
operations of the operator. MEL can be
no less restrictive than MMEL.
15
16
Publications
▹ Configuration Deviation List

￭ CDL is a list of non-structural elements
that may be missing from an aircraft and 17
the aircraft is still considered airworthy.
18
Code of
Federal
Regulations
The CFRs were established by law to
provide for the safe and orderly
conduct of flight operations and to
prescribe airmen privileges and
limitations.
Code of Federal Regulations
▹ Airworthiness Directives
▹ Type Certificate Data Sheets
20
▹ Supplemental Type Certificate
▹ REPAIR AND ALTERATIONS

▹ REPAIR is an operation that restores an item
to a condition of practical operation or to 21
original condition.
▹ ALTERATION is any change in the
configuration or design of an aircraft.
▹ * The FAA divides aircraft repairs and
alterations into two categories: major and
minor.
▹ The two standards that aircraft repair

and alteration must meet are:
22
▹ AIRWORTHINESS STANDARDS = Type
Design
▹ PERFORMANCE STANDARDS = Condition
for safe operation
▹ Following these standards the aircraft is
labeled as AIRWORTHY ☺
▹ WHAT IS THE BASIC DIFFERENCE

BETWEEN MAJOR REPAIR and MAJOR
ALTERATION? 23
▹ A MAJOR REPAIR always RETURNS the

item back to its original type design
▹ A MAJOR ALTERATION is a CHANGE to
the original type design.
▹ WHAT IS THE BASIC DIFFERENCE BETWEEN

MINOR REPAIR and MINOR ALTERATION?
24
▹ MINOR REPAIR elementary operations are used .
▹ MINOR ALTERATION Has NO appreciable effect
on weight, balance, structural strength,
performance, powerplant operation, flight
characteristics, or other airworthiness factors
of the aircraft since it require data that is
“acceptable” to the authority.
Routine/Required
Inspections
For the purpose of determining their overall
condition, 14 CFR provides for the inspection of
all civil aircraft at specific intervals, depending
generally upon the type of operations in which
they are engaged. The pilot in command of a civil
aircraft is responsible for determining whether
that aircraft is in condition for safe flight.
Routine/Required Inspections
▹ Preflight/Postflight Inspections
￭ Pilots are required to follow a checklist contained
within the Pilot’s Operating Handbook (POH) when
26
operating aircraft. Additionally, it is the pilot’s
responsibility to review the airworthiness
certificate, maintenance records, and other
required paperwork to verify that the aircraft is
indeed airworthy.
￭ After each flight, it is recommended that the pilot
or mechanic conduct a postflight inspection to
detect any problems that might require repair or
servicing before the next flight.
▹ Annual/100-Hour Inspections
￭ All aircraft must have a complete inspection
annually. Aircraft that are used for commercial
purposes and are likely to be used more frequently 27
than noncommercial aircraft must have this
complete inspection every 100 Hours.
￭ A certified A&P Mechanic can conduct a 100-hour
inspection, whereas an annual inspection must be
conducted by a certified A&P Mechanic with
inspection authorization (IA).
￭ An aircraft may be flown up to 10 hours beyond the
100-hour limit if necessary to fly to a destination
where the inspection is to be conducted.
▹ Progressive Inspections
￭ A progressive inspection program allows an aircraft
to be inspected progressively. The scope and detail
of an annual inspection is essentially divided into 28
segments or phases.
▹ Continuous Inspections
￭ Continuous inspection programs are similar to
progressive inspection programs, except that they
apply to large or turbine-powered aircraft and are
therefore more complicated.
￭ Airlines utilize a continuous maintenance program
that includes both routine and detailed inspections.
However, the detailed inspections may include
different levels of detail.
▹ Maintenance Checks
▹ Scheduled Maintenance
￭ This element concerns maintenance tasks performed at
prescribed intervals. The scheduled tasks include the 29
replacement of life-limited items and components requiring
replacement for periodic overhaul; special inspections such
as X-rays, checks, or tests for on-condition items;
lubrications; and so on.
▹ Unscheduled Maintenance
￭ This element concerns maintenance tasks performed at
prescribed intervals. The scheduled tasks include the
replacement of life-limited items and components requiring
replacement for periodic overhaul; special inspections such
as X-rays, checks, or tests for on-condition items;
lubrications; and so on.
Altimeter and
Transponder
Inspections
Aircraft that are operated in controlled airspace under
instrument flight rules (IFR) must have each altimeter
and static system tested in accordance with procedures
described in 14 CFR part 43, appendix E, within the
preceding 24 calendar months. Aircraft having an air
traffic control (ATC) transponder must also have each
transponder checked within the preceding 24 months.
All these checks must be conducted by appropriately
certified individuals.
Altimeter and Transponder Inspections
31
ATA iSpec 2200
In an effort to standardize the format for
the way in which maintenance information is presented
in aircraft maintenance manuals, the Air Transport
Association of America (ATA) issued specifications for
Manufacturers Technical Data. The original specification
was called ATA Spec 100.
Over the years, Spec 100 has been
continuously revised and updated. Eventually, ATA Spec
2100 was developed for electronic documentation.
These two specifications evolved into one document
called ATA iSpec 2200.
ATA iSpec 2200
33
SPECIAL
INSPECTIONS
During the service life of an aircraft, occasions
may arise when something out of the ordinary
care and use of an aircraft might happen that
could possibly affect its airworthiness. When
these situations are encountered, special
inspection procedures should be followed to
determine if damage to the aircraft structure
has occurred.
Special Inspections
▹ Hard or Overweight Landing Inspection

￭ The structural stress induced by a landing
depends not only upon the gross weight at the
35
time but also upon the severity of impact. For
this reason, a special inspection should be
performed after a landing is made at a weight
known to exceed the design landing weight or
after a rough landing, even though the latter
may have occurred when the aircraft did not
exceed the design landing weight.
36
Special Inspections
▹ Severe Turbulence Inspection/Over “G”

￭ When an aircraft encounters a gust condition, 37
the airload on the wings exceeds the normal
wingload supporting the aircraft weight. A
special inspection should be performed after
a flight through severe turbulence.
38
Special Inspections
▹ Lightning Strike
￭ Although lightning strikes to aircraft are 39
extremely rare, if a strike has occurred, the
aircraft must be carefully inspected to
determine the extent of any damage that
might have occurred.
40
Special Inspections
▹ Fire Damage
￭ Inspection of aircraft structures that have 41
been subjected to fire or intense heat can be
relatively simple if visible damage is present.
Visible damage requires repair or
replacement.
42
Special Inspections
▹ Flood Damage
￭ Any parts that were totally submerged should 43
be completely disassembled, thoroughly
cleaned, dried and treated with a corrosion
inhibitor.
44
Special Inspections
▹ Seaplanes
￭ Because they operate in an environment that 45
accelerates corrosion, seaplanes must be
carefully inspected for corrosion and
conditions that promote corrosion.
46
Special Inspections
▹ For an aircraft that does not currently meet airworthiness

requirements because of an overdue inspection, damage, expired
replacement times for time-limited parts or other reasons, but is
capable of safe flight, special flight permit may be issued. Special
47
flight permits, often referred to as ferry permits, are issued for the
following purposes:
￭ Flying the aircraft to a base where repairs, alterations, or
maintenance are to be performed, or to a point of storage
￭ Delivering or exporting the aircraft.
￭ Production flight testing new production aircraft.
￭ Evacuating aircraft from areas of impending danger.
￭ Conducting customer demonstration flights in new
production aircraft that have satisfactorily completed
production flight tests.
In depth information
for Routine/Required
Inspections
FAR’s
▹ 14 CFR 91 - General operating and flight rules

(general aviation)
▹ 14 CFR 121 - Rules for scheduled air carriers 49
(ie. regional and major airlines)

▹ 14 CFR 135 - Rules for commuter and on-
demand operations (ie corporate &
government & all helicopter ops)
Annual Inspection
▹ Within every 12 calendar months, the aircraft

must have a complete inspection performed to
determine if the aircraft meets all the 50
requirements for its certification.

▹ CALENDAR MONTHS - one that ends at
midnight of the last day of the month.
￭ *aircraft may not be over flown beyond the
annual due date unless a special flight
permit is obtained authorizing the aircraft
to be flown to an inspection facility.
Annual Inspection
Source of details ( applicable also for 100-hour insp)

▹ Appendix D of 14 CFR Part 43 -> FAA, authority
51
▹ Detailed inspection checklist -> manufacturer
Performed by
▹ A&P technician holding an Inspection
Authorization (IA)
▹ Inspector authorized by a certified repair sta-
tion with an airframe rating.
Annual Inspection
Source of details ( applicable also for 100-hour insp)

▹ Appendix D of 14 CFR Part 43 -> FAA, authority
52
▹ Detailed inspection checklist -> manufacturer
Performed by
▹ A&P technician holding an Inspection
Authorization (IA)
▹ Inspector authorized by a certified repair sta-
tion with an airframe rating.
Annual Inspection
▹ When the aircraft passed the inspection:

▪ write up the inspection results in the
maintenance records, and approve the 53
aircraft for return to service.

▹ When the aircraft does not meet all of the
airworthiness requirements
▪ must provide a list of discrepancies and
unairworthy items to the aircraft owner.
Annual Inspection
➢ In complying the discrepancies and unairworthy
items:
✓ The inspector may not delegate any
54
inspection responsibility to another A&P or
repairman, nor may the inspector merely
supervise the inspection.
✓ as long as the discrepancy found does not
require a major repair, any certified A&P
technician may correct each discrepancy
the inspector listed, and then approve the
aircraft for return to service.
Annual Inspection
➢ In complying the discrepancies and unairworthy
items:
✓ The due date of the next annual inspection
55
is then based on the date of the original
inspection and not on the date the
discrepancies were corrected.
➢ If the aircraft does not pass the annual
inspection:
✓it may not be flown until the unairworthy
condition is corrected.
100-Hour Inspection
➢ a complete inspection of the same scope and
detail as the annual inspection every 100 hours of
operation.
➢ the time limitation may be exceeded by no more 56
than 10 hours of flight operation while enroute to

an inspection facility.
• For example, if a 100-hour inspection was due
at 1000 hours and the pilot over-flew the
aircraft to 1008 hours to reach an inspection
facility, the next 100-hour inspection is still
due at 1100 hours of operation.
100-Hour Inspection
➢ the A&P signing off the aircraft must be the one
who actually performed the inspection.
➢ any certified A&P technician may repair and sign
57
off any discrepancies found by the inspector as
long as they are not major repairs or major
alterations.
➢ 100-hour inspections may be signed off as annual
inspections if an A&P mechanic holding an
inspection authorization (IA) completed the
inspections.
Progressive Inspection
➢ it is not economical to keep the airplane out of
commission long enough to perform a complete
annual inspection at one time.
➢ reduce aircraft downtime and overall 58
maintenance costs.
• For example, the engine may be inspected
at one time, the airframe inspection may be
conducted at another time, and
components such as the landing gear at
another.
➢ This inspection program is not recommended or
practical unless the aircraft is flown more than
200 hours per year.
➢ owner must submit a written request outlining 59
their intended progressive inspection guidelines

to the local FAA Flight Standards District Office
(FSDO) for approval.
➢ Before the proposed program, the aircraft must
undergo a complete annual inspection.
➢ After the initial complete inspection, routine and
detailed inspections must be conducted as
prescribed in the progressive inspection schedule.
➢ Routine inspections - consist of visual and
operational checks of the aircraft, engines, 60
appliances, components and systems normally

without disassembly.
➢ Detailed inspections - consist of thorough
checks of the aircraft, engines, appliances,
components and systems including necessary
disassembly. The overhaul of a component,
engine, or system is considered a detailed
inspection.
➢ If the progressive inspection is discontinued:
➢ notify, in writing, the local FAA Flight
Standards District Office (FSDO) of the
61
discontinuance.
➢ Completion:
➢12 calendar months
➢in the case of commercial operations, 100
hours of operation from the last complete
inspection that was performed under the
progressive inspection schedule.
LARGE and TURBINE POWERED
MULTI-ENGINE AIRCRAFT
➢ require inspection programs tailored to the
specific aircraft and its unique operating condi-
tions.
➢ size and complexity of most turbine-powered 62
aircraft.
➢ the FAA requires a more detailed and
encompassing inspection program to meet the
needs of these aircraft and flying conditions.
LARGE and TURBINE POWERED
MULTI-ENGINE AIRCRAFT
Along with the aircraft maintenance records , the
registered owner or operator of a large or turbine –
powered aircraft must use one of the following
inspection programs: 63
• a continuous airworthiness inspection

program,
• an approved aircraft inspection program (AAIP),
• the manufacturer's current recommended
inspection program,
• or any other inspection program developed by
the owner/operator and approved by the FAA.
Conformity Inspection
➢ is an essential element of all aircraft

inspection programs and performed to
determine whether the aircraft conforms to 64
or matches its approved specifications.

➢ essentially a visual inspection that
compares the approved aircraft
specifications with the actual aircraft and
associated engine and components.
➢ Performed by a mechanic
“
▹ Although the
conformity inspection
is an important part
of the overall
inspection process, it
is one of the most
common inspections
overlooked or not
entirely carried out.
65
PART 121 AIR CARRIER INSPECTIONS
➢ Air carriers operating under Part 121 must

maintain their aircraft under a Continuous
Airworthiness Maintenance Program (CAMP). A
66
continuous airworthiness inspection program is
one element of an overall CAMP.
➢ program of FAA-approved inspection schedules
which allow aircraft to he continually maintained
in a condition of airworthiness without being
taken out of service for long periods of time.
➢ The continuous inspection program for a large air
carrier may, as an example, consist of "letter check"
inspection schedules.
➢ Letter checks are normally scheduled prior to due 67
times or cycles. Over-flying due times or cycles of

any required inspection is a direct violation of FAA
regulations and may include large monetary fines.
➢ Work cards act as control documents in the contin-
uous inspection process. Job cards are issued for
all aspects of CAMP inspections and are used to
organize inspection instructions and account for
the specific steps involved.
➢ The continuous inspection program for a large air
carrier may, as an example, consist of "letter check"
inspection schedules.
➢ Letter checks are normally scheduled prior to due 68
times or cycles. Over-flying due times or cycles of

any required inspection is a direct violation of FAA
regulations and may include large monetary fines.
➢ Work cards act as control documents in the contin-
uous inspection process. Job cards are issued for
all aspects of CAMP inspections and are used to
organize inspection instructions and account for
the specific steps involved.
INSPECTION
GUIDELINES AND
PROCEDURES
Introduction
➢ Aircraft inspectors should be familiar with the

visible, measurable or otherwise detectable
effects of wear and tear on an aircraft.
➢ An effective inspector is able to recognize and 70
determine the cause of the wear and tear that is

found during inspection, which makes the
subsequent repair straightforward.
➢ The five most common sources of wear and tear
are weather, friction, stress overloads, heat, and
vibration.
Weather damage
➢ surface corrosion, oxidation, wood rot, wood

decay, fabric decay, fabric brittleness, fabric
mildew and cracks, and interior damage and
71
exterior paint oxidation due to ultra-violet rays.
➢ physical damage due to weather can range from
lightning damage, hail dents, wind damage to
control stops and control rigging, to surface
damage due to sand and dirt erosion.
➢ Atmospheric moisture content may directly
influence the potential corrosion found on the
aircraft.
Friction damage
➢ friction is the rubbing of one object

against another that causes a
destructive result. 72
Friction damage
▹ Abrasion is
caused by a rough
substance between
two moving 73
surfaces.
Friction damage
▹ Burnishing is the
polishing of a surface by
the sliding contact with
another, smoother, 74
harder, metallic surface.

Bearings have a
tendency to
burnish and should he
checked and lubricated
regularly.
Friction damage
▹ Chafing is the wear

between two parts
rubbing, sliding, or
bumping into each 75
other that
are not normally in
contact.
Friction damage
▹ Elongation is the oval-

shaped wear of a bear
ing surface around
bolts, hinge pins, clevis 76
pins, etc.
Friction damage
▹ Erosion is the loss of

metal from the surface
by the mechanical action
of materials such as 77
dirt, sand, or water.

Propellers, leading edges
of the wings and
empennage, wheel
fairing, landing gear, and
cowlings are susceptible
to erosion damage.
Friction damage
▹ Galling is the breakdown or

buildup of the
metal surface due to
excessive friction
78
between two parts in
motion. Particles of the
softer metal are torn loose
and welded to the
harder metal surface.
Friction damage
▹ Spalling—a chipped
away portion of the
hardened surface 79
of a bearing roller or
race.
Friction damage
▹ Overheating—caused by
lack of sufficient
lubrication results in a
bluish tint to the metal
80
surface. The ends of the
rollers shown were
overheated causing the
metal to flow and deform,
as well as discolor. The
bearing cup raceway is
usually discolored as well.
Friction damage
▹ Brinelling—caused by
excessive impact. It
appears as indentations in
the bearing cup raceways.
81
Any static overload or
severe impact can cause
true brinelling that leads to
vibration and premature
bearing failure.
Friction damage
▹ False Brinelling —caused by

vibration of the bearing while in a
static state. Even with a static
overload, lubricant can be forced
from between the rollers and the 82
raceway. Submicroscopic
particles removed at the points
of metal-tometal contact
oxidize. They work to remove
more particles spreading the
damage. This is also known as
frictional corrosion. It can be
identified by a rusty coloring of
the lubricant.
Overloads
▹ Overloading the aircraft may result in

the failure or deformation of the
structure, either slightly or
prominently, but usually produces 83
visible damage. The types of stress

overloads that an inspector must
become familiar with are tension,
compression, torsion, shear, and
bending overloads.
Overloads
▹ Tension
￭ after hard landings,
￭ taxiing on rough fields,
￭ or flight in turbulent air.
￭ Failure is indicated by signs 84
of
✓ the pulling away of
fittings from the
fuselage,
✓ failure of welded areas,
✓ wrinkling of metal skin,
✓ and deformed or
cracked fittings.
Overloads
▹ Compression
￭ manifest as bulges in the
metal skin,
￭ breaks in paint,
￭ bows or bends in the long 85
members such as wing

struts.
￭ Wood compression may be
detected by a slight ridge
across the face of the
member at right angles to
the grain.
Overloads
▹ Shear overloads result from forces

that are applied to an object in an
opposite but parallel direction.
When a shear overload is applied,
the part having the least 86
resistance to the force will fail
first.
▹ Because bolts, rivets, and clevis
pins are used in areas subject to
shear forces, they should be
inspected for shear failure. Bent,
torn, or deformed bolts, rivets, or
clevis pins are good indications of
shear damage
Overloads
▹ Bending overloads cause rigid

members to curve or bow away
from a straight line.
▹ Hard landings, abnormal flight
loads, and improper ground 87
handling may cause bending

damage. Wood or metal skin may
show signs of wrinkling, cracking,
or distortion.
▹ On fabric covered airplanes, a
bent member may be detected by
looseness or wrinkling of the
fabric.
Heat Damage
▹ heat damage affecting the aircraft

is the powerplant.
▹ Inspectors must be familiar with
direct and indirect heat sources
that cause damage. 88
▹ direct heat damage may result from

￭ excessive engine
compartment heat indicated
by high oil and cylinder head
temperatures,
￭ blistering paint on the engine
cowling
￭ odors of burned oil or rubber
during or after engine run-up.
Vibration
▹ Vibration causes many

malfunctions and
defects throughout the
life of the aircraft. 89
Vibration affects loose or

improperly installed
parts and accelerates
wear to the point of
failure in some cases.
Phases of Inspection
Phases of Inspection
▹ Pre-inspection Phase
▹ Examination Phase
91
▹ Service and Repair Phase
▹ Functional Phase
▹ Return-to-service Phase
Pre-inspection Phase
▹ serves to organize the paperwork, records,

tools, and equipment needed for the
inspection. 93
▹ COMPLETION OF THE WORK
ORDER
￭ Work Order : the agreement
between the shop or
94
mechanic and the owner of
the aircraft concerning the
work to be performed.
Estimates the total cost of
the inspection and any
subsequent maintenance
repair
▹ MAINTENANCE RECORDS AND
AIRCRAFT SPECIFICATION REVIEW
The maintenance history of the aircraft
is carefully examined to determine 95
repetitive maintenance problems,
airworthiness directive compliance, any
major repairs and alterations done to
the aircraft and, on a base level,
whether the aircraft has had
maintenance performed in a consistent
manner
▹ MAINTENANCE RECORDS AND
AIRCRAFT SPECIFICATION REVIEW
All aircraft must conform to their
certification requirements. The
technician may design a checklist 96
that is specific to the aircraft being

inspected, or use a checklist provided
by the manufacturer of the aircraft,
engine, propeller, and installed
components as long as it meets the
minimum requirements outlined in 14
CFR part 43 Appendix D.
▹ SERVICE BULLETINS AND
LETTERS: includes the research
and documentation of applicable
service bulletins and service
97
letters.
▹ The FAA does not require the
compliance of service letters or
bulletins. However, the owner
should be encouraged to comply.
▹ AIRWORTHINESS DIRECTIVES:
Aircraft owners are required to
maintain the current airworthiness
directive (AD) status of their
98
aircraft and all installed equipment.
▹ INITIAL RUN-UP: perform an engine runup to
provide a baseline of engine parameters to compare
to the post-inspection run-up indications.
▹ A pre-inspection run-up also warms the engine and
provides proper lubrication.
99
▹ Perform an engine runup to determine whether the
engine develops proper static rpm and manifold
pressure, if applicable, and to check pressures and
temperatures to be sure that they are within proper
operating ranges.
▹ Check the magnetos, carburetor heat, and
propellers for the proper operation, and test the
generator or alternator for proper output.
Examination Phase
Examination Phase
▹ The primary purpose of the examination
phase is to physically evaluate the
airworthiness of the aircraft and its
components.
▹ the actual inspection of the aircraft. It starts 10
1
with a conformity inspection, which

compares the actual aircraft with its
certification specifications. It then proceeds
to looking at, feeling, checking, measuring,
operating, moving, testing, and whatever
else is needed to determine the condition of
the aircraft and its components
Examination Phase
▹ The discrepancy list is used for fol-
low-up repair either during the
inspection or after the completion
of the inspection. 10
2
Service and Repair
Phase
Service And Repair Phase
▹ Includes necessary maintenance
that is required to approve the
aircraft for return to service and to
preserve its airworthy condition. 10
4
▹ The repair phase may include

replacement, repair, and overhaul
of the aircraft components and
systems that are found to be
deficient or unairworthy.
Functional Check
Phase
Functional Check Phase
▹ After the inspection is
accomplished and all needed
maintenance is completed, the
maintenance technician 10
conducts functional or
6
operational checks on the aircraft

and systems.
￭ Post engine inspection run-up
￭ Installed systems
*Aircraft Cleaning
Return-to-Service
Phase
RETURN-TO-SERVICE PHASE
▹ complete the paperwork before the
aircraft is approved for return to
service.
▹ Tally up all labor charges, cost of parts 10
and supplies, and any special charges 8
such as outside labor and telephone

calls related to the job.
▹ Again, the inspection is not complete
and the aircraft is not approved for
return to service without the proper
logbook sign-offs.
Non-Destructive
Inspection
Non-destructive Inspection
▹ Magnetic Particle Inspection -
https://www.youtube.com/watch?v=qpgcD5k1494&t=167s
▹ Dye Penetrant Inspection -
11
https://www.youtube.com/watch?v=xEK-c1pkTUI&t=130s 0
▹ Ultrasonic Inspection -
https://www.youtube.com/watch?v=UM6XKvXWVFA
▹ Eddy Current Inspection -
https://www.youtube.com/watch?v=oriFJByl6Hs
▹ X-ray Inspection -
https://www.youtube.com/watch?v=jlsN3bqyiV8
Hardness Testing and
other Material Testing
Types of Hardness Tests
▹ Brinell Hardness Test-
https://www.youtube.com/watch?v=
RJXJpeH78iU
▹ Vickers Harness Test- 11
2
https://www.youtube.com/watch?v=7
Z90OZ7C2jI
▹ Rockwell Hardness Test -
G2JGNlIvNC4
Other Materials Testing
▹ Tensile Test -
D8U4G5kcpcM
▹ FatigueTest- 11
3
LhUclxBUV_E
▹ Charpy Impact Test -
https://www.youtube.com/watch?v=t
pGhqQvftAo
THANKS!
Any questions?
11
4
Next..
Aircraft Inspection and Corrosion
Control Part 2
Aircraft Inspection
and Corrosion Control
Part 2
AE 422
CORROSION
➢ Factors affecting Corrosion

➢ General Types of Corrosion
➢ Forms of Corrosion 2
➢ Common Corrosive Agents

➢ Corrosion Detection in Aircraft
➢ Treatment of Corrosion
➢ Aircraft Cleaning
All aircraft construction and components contain metal. The
parts often exposed to air and different types of liquid are
susceptible to corrosion. Corrosion is defined as a natural
phenomenon which attacks metal by chemical or
electrochemical action and converts it into a metallic compound,
such as an oxide, hydroxide, or sulfate. The corrosion occurs
because metals tend to return to their natural state. (Federal
Aviation Administration, 2018).
Factors Affecting
Corrosion
The following are some of the factors that influence metal corrosion and rate of
corrosion:
1) Type of metal
2) Heat treatment and grain direction
3) Presence of a dissimilar, less corrodible metal (galvanic corrosion)
4) Anode and cathode surface areas (in galvanic corrosion)
5) Temperature 5
6) Presence of electrolytes (such as hard water, salt water, or battery fluids)

7) Availability of oxygen
8) Presence of different concentrations of the same electrolyte
9) Presence of biological organisms
10) Mechanical stress on the corroding metal
11) Time of exposure to a corrosive environment; and
12) Lavatory fluids with hard water, salt water, or battery fluids.
General Types of Corrosion
Corrosion
▹ Corrosion is a natural phenomenon which

attacks metal by chemical or electrochemical
action and converts it into a metallic
compound, such as an oxide, hydroxide, or
sulfate. Substances that cause corrosion are 7
called corrosive agents. Water or water vapor

containing salt combine with oxygen in the
atmosphere to produce the most prominent
corrosive agents. Additional corrosive agents
include acids, alkalis, and salts.
￭ Direct Chemical Corrosion
￭ Electrochemical Corrosion
Direct Chemical Corrosion
▹ Pure chemical corrosion results from

direct exposure of a bare surface to
caustic liquid or gaseous agents. The
most common agents causing direct 8
chemical corrosion include:
1. Spilled battery acid or fumes from batteries.
2. Residual flux deposits resulting from
inadequately cleaned, welded, brazed, or
soldered joints
3. Entrapped caustic cleaning solutions.
Electrochemical Corrosion
9
Electrochemical Corrosion
This basic introduction shows the four

requirements for the formation of corrosion:
1. Presence of a metal that will corrode (anode).
2. Presence of a dissimilar conductive material
10
(cathode) which has less tendency to corrode.
3. Presence of a conductive liquid (electrolyte).
4. Electrical contact between the anode and
cathode (usually metal-to-metal contact, or a
fastener).
Forms of Corrosion
(on Aircraft)
12
13
14
15
16
17
18
19
20
21
22
23
24
25
The type of attack and appearance of corrosion in the following metals.
26
Dissimilar metal contacts that will result in electrolytic corrosion.
27
Common Corrosive
Agents
Corrosive Agents Corrosion Prone Materials
Acids
o Sulfuric acid (battery acid)
o Halogen acids (hydrochloric, hydrofluoric, and
hydrobromic) most of the alloys used in airframes
o Nitrous oxide compounds
o Organic acids found in the wastes of humans and
animals.
Alkalis
o washing soda Aluminum and magnesium alloys ( unless the solution contains
o potash (wood ashes) corrosion inhibitor )
o lime (cement dust).
Salts
o Salt solutions Aluminum alloy, magnesium alloys, and other steels (except from 29
stainless steel alloys)
Atmosphere
o Oxygen
o Airborne moisture Ferrous alloys
o Corrosive gases and contaminant particularly
industrial and marine salt spray.
Water
o Type and quantity of dissolved mineral
o Organic impurities
o Dissolved gasses (particularly oxygen) in the All metals depends on exposure
water.
o Physical factors, such as water temperature and
velocity
Aircraft Corrosion Prone Areas
Click the link below:
FAA PART 147 CCC101 2 1 Corrosion Prone Areas and Paint Removal (youtube.com)
or
https://drive.google.com/file/d/1cVkqoqqJjEEbTUMr74NgWLehtwptRPGA/view?usp=sharing
Look for Page 23 for the content of the topic
31
Treatment of Corrosion
Click the link below:
Corrosion 1 Part 3.WMV (youtube.com)
or
https://drive.google.com/file/d/1cVkqoqqJjEEbTUMr74NgWLehtwptRPGA/view?usp=sharing
Aircraft Cleaning
and Treatment of
Corrosion
Click the link below
https://drive.google.com/file/d/1cVkqoqqJjEEbTUMr74NgWLehtwptRPGA/view?usp
=sharing
BASIC STEPS: CORROSION
TREATMENT
1. Remove as much of the

corrosion as possible
34
2. Neutralize any residual

material.
3. Restore the protective
surface film.
CORROSION REMOVAL
➢ Clean the Surface

➢ Assess and Decide
35
* All corrosion products must be

removed as soon as they are
discovered, because corrosion
continues as long as the deposits
remain on the surface
THANKS!
Any questions?
36
Goodluck on your
Final Long Examination
Future Aeronautical Engineers!

APMPC FINAL LECS 7-9

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AIRCRAFT

3 AIRCRAFT MAINTENANCE MANAGEMENT STRUCTURE

5 THE ROLE OF MANAGEMENT IN AVIATION

MANAGER OF OVERHAUL SHOPS

2 LINE MAINTENANCE ORGANIZATION STRUCTURE

3 FUNCTIONS OF CONTROL MAINTENANCE

4 LINE MAINTENANCE OPERATION

5 HANGAR MAINTENANCE OPERATION

7 SUPPORT AND OVERHAUL SHOPS

8 GROUND SUPPORT EQUIPMENT

9 OPERATION OF OVERHAUL SHOPS

✓ any maintenance that can be done on the aircraft in

➢ Required by authority and airline to

Flight crew logs maintenance discrepancies during

MCC is notified and must provide a maintenance

The maintenance discrepancy may be fixed quickly or

When maintenance is completed and signed off, the AMT will

The completed logbook (with original pages) is

The log pages sent to the MCC are entered

The information is used by M&E, QA, QC, and the reliability

✓Certified Mechanics approved by the regulatory authority.

Managerial and Supervisory

1) Aircraft out of service with maintenance status throughout

SHEET METAL SHOP

AIRCRAFT INTERIOR SHOP

AIRCRAFT INTERIOR SHOP

GROUND SUPPORT EQUIPMENT SHOP

(a) equipment to support the

1) remove unit from the aircraft

Does anyone have any questions?

Engr. Divine Mae L. Magangan

▹ Inspections are visual examinations and

▹ An inspection system consists of several

▹ “Aircraft logs,” is an inclusive term which

▹ Always use a checklist when performing an

provided by the manufacturer of the

▹ Aircraft Maintenance Manual

▹ Structural Repair Manual

▹ Illustrated Parts Catalog

▹ Master Minimum Equipment List

▹ Configuration Deviation List

▹ REPAIR AND ALTERATIONS

▹ The two standards that aircraft repair

▹ WHAT IS THE BASIC DIFFERENCE

▹ A MAJOR REPAIR always RETURNS the

▹ WHAT IS THE BASIC DIFFERENCE BETWEEN

▹ Hard or Overweight Landing Inspection

▹ Severe Turbulence Inspection/Over “G”

▹ For an aircraft that does not currently meet airworthiness

▹ 14 CFR 91 - General operating and flight rules

(ie. regional and major airlines)

▹ Within every 12 calendar months, the aircraft

requirements for its certification.

Source of details ( applicable also for 100-hour insp)

Source of details ( applicable also for 100-hour insp)

▹ When the aircraft passed the inspection:

aircraft for return to service.

than 10 hours of flight operation while enroute to

their intended progressive inspection guidelines

appliances, components and systems normally

• a continuous airworthiness inspection

➢ is an essential element of all aircraft

or matches its approved specifications.

➢ Air carriers operating under Part 121 must