Aircraft Maintenance Publications and Documentations revolves around the information

of aircraft maintenance documentation requirements. This also emphasizes the importance of

proper documentation, and identifies the different manuals and handbooks needed for a
particular kind of aircraft.
FAA (Federal Aviation Administration) is liable for the safety of the global aviation
industry, thus, making sure the accuracy and efficiency of every report and information that are
given to them. For our prelims, I have come to learn the various regulations that this
organization has put up for everyone to follow. These regulations start from Part 1 up to 1399
that are under different chapters and volumes. The three primary regulations that dictates the
worthiness of an aircraft are the following:
A.) 14 CFR Part 21 – This involves the Certification Procedures for Products and Parts
B.) 14CFR Part 43 – This concerns the Maintenance, Preventive Maintenance,
Rebuilding, and Alterations of an aircraft
c.) 14CFR Part 91 – This is the General Operation and Flight Rules
14 CFR Part 1 focuses on the definitions and abbreviations that are used in the industry
by those working under it. Some of these abbreviations might be jargons to those who are not
familiar and/or not working under the same enterprise, therefore, this section provides
enlightenment for some parlance.
14 CFR Part 21 is regarding the Certification Procedure for Products and Parts. Just like
the title of this Part implies, this holds the current standard for the validity of the certificates of
both the aircraft and its makings/parts.
One of the formal documents released under the aviation authorities is the Airworthiness
Certificate/Certificate of Airworthiness (C of A), this is proof that the aircraft is in excellent
condition and is worthy to take flights, thus being airworthy. For this certificate to remain binding,
the aircraft must be kept under perfect condition and must follow its maintenance requirements.
FAR Part 23 is about Airworthiness Standards: Normal, Utility, Acrobatic and Commuter
Aircraft. This specifically characterizes the efficiency of the performance of the aircraft to be
considered airworthy. This is implied not only for the aircraft itself, but also for its equipped
components and systems. FAR Part 23 has seven (7) subparts that construe the standard for
construction and design of the aircraft. These seven (7) subparts are as follow:
Subpart A – delineates the relevance of this regulation
Subpart B – Flight
Subpart C – Structure
Subpart D – Design and Construction
Subpart E – Powerplant
Subpart F – Equipments
Subpart G – Operating Limitations and Information
FAR Part 25 deals with the Airworthiness Standards: Transport Category Airplanes.
These guidelines are specifically for large aircrafts with maximum certified take-off weight of

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more than 12,500 lbs. Aircrafts used to transport cargo are also involved in the said standards.
FAR Part 27 is also like FAR Part 25 but with Normal Category Rotorcraft, thus
concerning the smaller rotorcraft (usually knows as helicopters) with seating capacity of nine (9)
or even less. The maximum certified weight is only limited to 7,000 lbs. Like FAR Part 23, this
also has subparts that construe the standard for its construction and design.
FAR Part 29 just like the above-mentioned Part 27, this also revolves around rotorcrafts,
but with greater certified maximum weight. Further guidelines such as its seating capacity and
weight limit are also discussed in this regulation.
FAR Part 33 is about the Engines of Aircrafts as to its standards for both types of
engines; reciprocating and turbine. Whichever type of engine is used must also be approved
and certified by the organization.
FAR Part 35 involves the Aircraft’s Propellers. Each engine of whichever kind must also
be accredited with a type certificate.
FAR Part 39 is where the Airworthiness Directives come in. This serves as an advisory
to the aircraft’s operators must analyse the aircraft as there might be a safety breach existing in
either the aircraft’s components or system.
FAR Part 47 is the Aircraft Registration section. This section sets the standards and/or
requirements for an owner or operator to register an aircraft. These requirements must be
followed depending on the type of aircraft that is to be registered.
FAR Part 65 explains the advantages and impediments of being an airman. This also
has subparts like the previous ones, in which they follow:
Subpart A – Aviation Maintenance Technicians
Subpart B – Air Traffic Control Tower Operators
Subpart C – Aircraft Dispatchers
Subpart D – Mechanics
Subpart E – Repairmen
Subpart F – Parachute Riggers
FAR Part 91 is the General Operating and Flight Rules. As the title implies, this section
discusses the rules of operating and flying an aircraft, involving its components and its
maintenance, with the inclusion of its inspection respectively to its gained flight hours.
FAR Part 121 are the Operating Requirements: Domestic, Flag, and Supplemental
Operations. This confers if the aircraft is used for hire or other operations.
FAR Part 145 concerns the Repair Stations of the aircraft according to its need/s.
Guidelines for its mechanics and the owner of its certificate is also discussed in this section.
Also under this subject, further information about maintenance, repairs and alterations
about different aircrafts are also defined and expounded.

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 Maintenace in aircrafts are done as per schedule, and on the spot in accordance with
FAA regulations and standards. This is done to make sure that the aircraft’s conformity and the
state of its components and systems are in excellent form. To make sure that the aircrafts are
airworthy, and are kept this way, scheduled maintenance, inspections, and overhauls are
accomplished. Aside from keeping the airworthiness of the aircraft, maintenance are also done
to ensure the safety of those who will board each craft including its flight crew and passengers.
Also in consideration to execute a maintenance in the aircraft is to keep it accessible for its
owners and operators to use in their dispense, may it be for commercial or for private use.
Maintenance are also concluded to perpetuate its service and conserve its financial worth, also
to prevent future costs for bigger issues that may occur. Inspections are usually done to prevent
further or even bigger complications and/or failures in the future. Maintenance prevents future
troubles, fixes defective and/or busted components, and insures safety measures of the aircraft.
Repair is done to mend and/or restore a component or section to its closest original
arrangement. Repairs are done to put into good order the segment that is damaged.
When there is a change in a specific structure or composition of an aircraft, alterations
are applied. These changes might be small, but it’s significant and can improve the operation
and efficiency of the aircraft.
There are two classifications when it comes to repairs and alterations, these are major
and minor. A major repair, just as what it entails, is a repair that will, in greater value, affect the
efficiency and operation of the aircraft, its structure, and its components. A major alteration, on
the other hand, is when there is a transformation or change in the aircraft’s original blueprint or
stipulation that will also improve its airworthiness.
We also reviewed the different kinds of maintenance done by mechanics such as line
maintenance, base maintenance, shop maintenance, corrective and preventive maintenance.
The kind of maintenance done specifically before the aircraft takes off for its next flight is
called the line maintenance. Line maintenance also involves the following operations:
A. Minor repairs which does not call for any part of the aircraft to be removed and/or
disassembled
B. Defect Rectification is fixing or mending a secondary omission.
C. Trouble shooting is tracing a problem and correcting it with a solution by simple
means as it is, after all, line maintenance.
D. Part replacement with help of equipment that will depend on the aircraft’s particular
needs
E. Scheduled Maintenance is also considered line maintenance. However, this does not
need any thorough inspection, and does not necessarily call for any panels to be removed as
systems and components can be seen through easy-access panels.
F. Visual Inspection is the examination of the aircraft, its components, and systems
using either or all of the human senses including vision, hearing, touch, and smell.

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 Base Maintenance or also known as “Heavy Maintenance” are done with more
complicated troubles and/or issues. This kind of maintenance usually require more labor and
thorough work from mechanics. Unlike line maintenance that is done every time the aircraft has
a flight, this kind of maintenance is executed lesser compared to those maintenance mentioned
initially. Special repair stations and apparatus are needed to facilitate this kind of maintenance
that is why some companies tend to rent or lease a hangar or two to perform this task. Base
maintenance include that following tasks:
A. Removal of defective parts and replacing it with a better-performing one or, if
possible, repairing it.
B. For aircraft’s reconfiguration
C. System update and/or technology upgrade
D. C and D checks
Shop or Component Maintenance is another kind of maintenance that is also referred to
as Workshop maintenance. This requires certain major parts of the aircraft to be removed like
the engine, seats, or APU. Just like Base Maintenance, this also needs specific repair stations
and equipment.
Another type of maintenance is the so-called “Preventive Maintenance”. This is done to
prevent future complications that concerns the aircraft and that may lead to a more serious
problem. This is to assure that the airworthiness and performance of the aircraft is at its utmost
capability. This is done to guarantee that the aircraft, its structure, components and systems are
perpetuated and preserved. This included all scheduled maintenance and the above mentioned
inclusion of the line maintenance. This also include the Routine and Non Routine Maintenance.
Routine Maintenance is done as per schedule depending on the manufacturer’s manual
and the unit’s gained flight hours. Non Routine Maintenance, however, is done to find solve the
issues and complications found while doing the Routine Maintenance.
Corrective Maintenance is done with tasks that are usually carried out after finding a
complication. This is done, as what the name implies, to rectify any dilemma that hinders the
aircraft to perform its purpose flawlessly and with utmost safety. For corrective maintenance,
there is Immediate Corrective Maintenance and Deferred Corrective Maintenance.
Immediate Corrective Maintenance are performed right away as a complication is
detected. This decreases the time that the aircraft should be held for repair and others as such.
Just like what it’s called, this is done on-the-spot to ensure that the aircraft will be back to its
initial state at the soonest possible time.
Deferred Corrective Maintenance is done when the component or that part of the aircraft
is no longer functioning or has reached its limit of work. Only when that segment can no longer
operate, will this kind of maintenance be done; not only broken, but inoperable.
We also tackled the different processes of maintenance performed my mechanics which
are:
A. Hard Time
B. On Condition
C. Condition Monitoring

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 Hard time maintenance are done for components that has specific instructions that are
to be followed from the manufacturer’s manual and recommendations. These are hard time
components and needs special repairs at a definite and distinct time according to the
manufacturer of the unit. This is done to prevent the part from exceeding its allowable damage.
This, like a scheduled maintenance, follow a specific timeline to be performed depending on the
units gained flight hours.
On- Condition Maintenance is another preventive measure done to make sure that every
component and system are in good condition. This is done from time to time not only to make
sure its that it meets the require standard of the FAA, but also to prevent future casualties. If a
damage is foreseen, that part is then asked to be removed to either be repaired or replaced.
This is a preventive process that includes testing the items if they still reach the standards set
by FAA that will determine if they can continue in service. Inspection, both thorough and visual,
is also done in this process.
Condition Monitoring Maintenance is the kind of process in which systems and
components that have not gone through Hard Time nor On Condition maintenance go through
by troubleshooting and rectifying the issues according to the unit’s manufacturer manual and
recommendations. The mechanics must ensure that the systems and equipment are in perfect
condition, and not therefore, failing nor deteriorating. Instructions and information gathered
about the specific items and components is then collected and evaluated from time to time to
know if preventive measures and maintenance are to be performed. This is also part of the
aircraft’s on-board health management system.
Aside from the process of maintenance, we also tackled the units for maintenance
intervals such as the following:
A. FH stands for flight hours, for components that are continuously operating
B. FC or Flight Cycles, for those which are only used a couple of times per flight
C. Cal, also Calendar Time, for those exposed not mattering if they are used and/or
operated or not.
There is almost an endless list of FAAs documents including guidelines for certificates
and other requirements. As all of these documents are equally important, some were further
explained along the few months that we took the subject. The following are what I have
remembered from the discussion:
Advisory Circular (AC) is created by FA to give further enlightenment and additional
explanation for complicated terms and such. The Advisory Circular is to give information, and
not to provide additional standards or requirements. These are also divided into different
chapters and/or volumes in accordance to whichever topic/s it involve as per FAA.
The AC43 series is what mechanics and technicians are familiar with. This discusses
techniques and practices that they can use for most parts of the aircraft that can be repaired
and serviced. This also holds different information and standards for different methods in
repairing and servicing aircrafts. This also expounds on the proper techniques aces that each
mechanics should follow when performing tasks from the tail to the nose of the aircraft. All these
practices are considered tolerable by the FAA organization itself. Perhaps, these methods are
even encouraged to be followed by whoever is servicing the craft.

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 Included in AC 43 series is the “Aircraft Repairs and Inspections; Acceptable Methods,
Techniques, and Practices”. This withholds information that helps mechanics do the tasks with
lesser time, but in the right way. However, this section of the AC43 series are only for minor
repairs only. Also, this can be used in cases that the manufacturer manual lacked information
concerning the repair that is needed to be done.
Also discussed with us, but not broadly, are the chapters inside the AC which are as
follows:
CHAPTER 1: WOOD STRUCTURE
CHAPTER 2: FABRIC COVERING
CHAPTER 3: FIBERGLASS AND PLASTICS
CHAPTER 4: METAL STRUCTURE WELDING AND BRAZING
CHAPTER 5: NON DESTRUCTIVE INSPECTION
CHAPTER 6: CORROSION, INSPECTION, AND PROTECTION
CHAPTER 7: AIRCRAFT HARDWARE, CONTROL CABLES AND TURNBACKLES
CHAPTER 8: ENGINES, FUEL, EXHAUST, AND PROPELLERS
CHAPTER 9: AIRC AND COMPONENTS
CHAPTER 10: WEIGHT AND BALANCE
CHAPTER 11: AIRCRAFT ELECTRICAL SYSTEMS
CHAPTER 12: AICRAFT AVIONICS SYSTEMS
CHAPTER 13: HUMAN FACTORS
The AC43 series also discusses the Major Repair and Alteration Form or FAA Form 337.
This gives guidance on how to accomplish the form. It also entails a set of resources and
references for other repairs and alterations. Other certificates and data sheets are also
explained in the series under a specific volume.
The FAA analyses different mechanical problems that are found in different cases of
repairs that the mechanics do in order to provide or additional safety and precautions. The FAA
Form 8010-4 or “Malfunction or Defect Report” must be filled up to report a special or unusual
mechanical scenarios and/or problems.
The General Aviation Airworthiness Alerts (Aviation Maintenance Alerts) or the AC43-16
is published by FAA whenever there is an ongoing issue about a certain aviation product or
even an aircraft itself. This goes into the FAA notifications and are published for everyone to see
and analyse, but also as to serve a warning for those who intend to use or buy the said product.
These alerts are put into public monthly from those who filed reports from accurate resources.
This is not intended to put shame nor blame any party that is involved with faulty products, but
to give information and warning about it, also to prevent any future safety complications.

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 The ACs, just like other FAA parts, are following a special numerical system that is
equivalent to the CFRs. These are issued and updated regularly as to why they have
hyphenated numbers beside them.
I was also given the chance to know about the Type Certificate Data Sheet or TCDS.
This is like the birth certificate of an aircraft. It contains the description of the aircraft and its
characterization. Along with these are the specific limitations of the aircraft. This is considered to
be important as it will give identity to the aircraft. This will also be of great help during its
maintenance as for the mechanics to figure out which manufacturer manual to use for
maintenance. Any changes in the aircraft itself, may it be structural, design or its components
that is considered a major alteration must be reported to FAA using Form 337 according to the
Airworthiness Directive. Aside from being the aircraft’s identification paper, the TCDS also holds
the following information:
1. The type and model of the engine of the aircraft
2. Minimum Fuel grade for engine
3. Maximum RPM and HP rating of engine
4. Propeller’s approved for use, RPM limits, and any restrictions
5. Airspeed limits in knots and mph
6. CoG range
7. Location of reference datum line
8. Means to level the aircraft for weighing
9. Maximum weights for different areas of the aircraft
10. Oil and fuel capacity
11. Control surface movement
12. Equipment necessary for the operation and maintenance of the aircraft
13. Any placards that is necessary to be displayed in full view
14. Any equipment needed for certification
Just like automotives, the TCDS is verified annually to make sure that the aircraft still
matches its type certificate. Specific systems and tools are both checked and used in order to
verify that the aircraft did not exceed the indicated limits, and has, therefore, stayed within its
limits. This also gives out information that will help with the weight and balance computations of
the aircraft that are to be done by mechanics and pilots.
FAA provides a Supplemental Type Certificate as an approval the changes to the
previous specifications of a specific aircraft. This gives information about the aircraft, and how
it’s been modified. It also gives a brief explanation about how this new specification improves
the over-all performance of the aircraft.
As long as the owner or operator provides the required papers in regards to the aircraft’s
airworthiness, they can submit an application for STC. Together with the application, they
should also provide a proof as to how this change can affect the performance of the aircraft, and

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will not lessen its airworthiness. Just after the STC has been approved by FAA will the owner be
allowed to do the modification. Any other alteration aside from the ones mentioned in the STC
will not be allowed by FAA. The STC will then be published in the Summary of Supplemental
Types Certificates.
Also discussed are the Aircraft Listings. This is like the yellow book of aircrafts, engine,
and propellers which types has only 50 or less in existence. The modifications and its TCDS are
transferred to their respective Listing Section.
Aircraft Specifications, as what it implies, are the characterization of the aircraft including
its structure, design, type, and components used. This is where specific information regarding
aircrafts, engines, and propellers are listed. This is very similar to the TCDS except it if filed with
an equipment list for the specific component. As years went by, the Aircraft Specifications
Section / Unit has been disbanded due to the costly updates and revisions. Now, the equipment
list comes with the aircraft at the same time that it is handed to its owner which is usually, now,
a part of the aircraft’s handbook and manual. Older aircrafts, however, can switch their papers
to TCDS for easier access to their information and more reliable computation when it comes to
weight and balance.
Also a hovered topic is the Manufacturer’s Publication and Maintenance Manuals. For
mechanics and technicians to properly troubleshoot and repair the specified aircraft, they must
follow the manual that the manufacturer has published. The information and procedures found
inside this manual are specified for the aircraft’s structure and design.
ATA or Air Transport Association of America has published ATA Specification 100 to set
standard data and activities for larger and more complicated aircrafts. This follows a numerical
sequence assigned to its chapters depending on the aircraft being worked on. Different system
for the aircraft’s technical data are organized under the ATA Specification 100. There are
assigned numbers for whichever technical information mechanics are looking for. This helps
them locate solutions in a much better and easier way.
We have also discussed, but not broadly, the AT Chapters which are as follows:
ATA 00 to 18 discusses Aircraft General
ATA 20 to 49 are Aircraft Systems
ATA 50 to 57 is about Aircraft Structures
ATA 60 to 67 are Propellers and Rotors
ATA 71 to 84 is about the Powerplant
Mechanics follow a specific Manufacturer’s Maintenance Manual that will be their guide
as to how they can repair the specific damages to the aircraft and its components except for the
powerplant. The powerplant or engine of the aircraft has another manual made specifically for it.
Since manufacturers produce different units with different characterizations, it is important to
follow the exact manual that matches the aircraft that is to be repaired. This manuals are
guideline for how mechanics and technicians should properly service the unit, including its
system description and functions, handling procedure, part removal and installation. This will
also educate them about simple complications and trouble shoot minor problems. All data that is
present in the manuals are verified by the FAA.

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 Overhaul Manual focuses on components that can be removed and then repaired from
the aircraft. Since these components can be disassembled, this manual contains instructions on
how to properly remove it from the craft, disassemble it, assemble it, and the install it right back,
and not just how to mend it. This also shows photos together with phrases and sentences on
what to do, to ensure that the mechanics are following the right procedures as it is very crucial
to correctly install what was removed.
Illustrated Parts Catalogue or IPC are like brochures or magazines with pictures of the
components and its respective location in the aircraft. This is of great help for mechanics and
technicians to locate parts of the aircraft and will help them locate where to properly install what
was removed.
The Aircraft Wiring Manual are mostly used by Avionics Technicians as it involves the
wiring and electrical systems of the aircraft. These, just like the previous ones, contain images
to properly guide the technicians through their troubleshooting. This is also complete with a list
of parts and their locations.
The Structural Repair Manual is specifically used for complex damages in the structural
components of the aircrafts. These guide the mechanics through the primary and secondary
members of the structure of the aircraft, and how to repair them according to the manufacturer’s
engineering staff.
Tools and Equipment Manual are used to tell which tool and/or equipment the mechanic
has to use to service the aircraft without causing any damage to it. The tools and equipment
used will vary according to its manufacturer, make, and model.
Aircraft Maintenance Manual or AMM give full detailed information on how and which
maintenance procedure that mechanics should follow to properly service the aircraft. This does
not include structural repair as it has its own manual, but does include the lubrication system,
functional checks, and others. This also gives technical support that specifically for that type and
model of aircraft. The procedures should be properly followed step by step according to the
AMM . This usually comes with a leaflet with pictures of different components and how to repair
them without causing any, minor or major, damage.
Service Bulletin is a way of communication between operators and owners. This provide
warning about the possible complications that may occur later in use, the aircraft’s
modifications, also other information about its servicing and maintenance. These are usually
mandatory and is part of the airworthiness directive.
As we discuss and review the different subject matters that are included in this study, we
have also learned to differentiate every type of maintenance that is to be performed specifically
to what the aircraft, the owner, and the operator deems necessary to preserve the airworthiness
of the units involved, and to maintain and ensure that these units are kept in perfect working
condition and surpass the standards that different aviation organizations have set for them to
follow.
Different kinds of manuals that should be followed by mechanics and technicians were
also broadly discussed to ensure that no future confusion will happen in regards to the number
of manuals published by different manufacturers. These manuals, aside from hand books, serve
as the Holy Grail for mechanics as it is where specified procedures and tasks are written for the
type, make and, model of the aircraft that they will/are work/working on.

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 Aside from keeping the aircraft airworthy, it’s also required to be kept safe and at its
utmost performance during its travels as to ensure the safety of the crew and passengers. Also
to establish a trustworthy front to the consumers, the company’s costumers.
Aside from this, we have also gained more information about the safety standards that
not only the owners and operator should follow, but also the mechanics that are deemed to be
responsible for every repair and maintenance that they have to perform to the aircraft. Aside
from these tasks, we have also determined different certificates, requirements, and standards
for aircrafts to maintain to stay in service.
Also, part of being an aircraft mechanic is being familiar with documents that will serve
both as a guideline and principle for what and how to perform tasks that are for specific units
depending on the manufacturer. Documents on how to make and what to put in a rapport about
different tasks done were also enlightened in this subject.
Above all of this, what matters are following the set of regulations set by FAA to make
sure that the economical flow of the aviation industry will go smoothly and will deliver what is
expected by the consumers.

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Aircraft Maintenance Publication and Documentation