Ame Sts Revision

LAME SKILL TEST STANDARDS
Table of Contents
GENERAL ....................................................................................................................................................... 1
BASIC ELECTRICITY .................................................................................................................................... 1
AIRCRAFT DRAWINGS ............................................................................................................................... 3
WEIGHT AND BALANCE ............................................................................................................................. 6
FLUID LINES AND FITTINGS ....................................................................................................................... 9
MATERIALS AND PROCESSES .................................................................................................................. 10
GROUND OPERATION AND SERVICING ................................................................................................... 11
CLEANING AND CORROSION CONTROL ...................................................................................................... 13
MATHEMATICS ............................................................................................................................................ 14
MAINTENANCE FORMS AND RECORDS .................................................................................................. 15
BASIC PHYSICS ......................................................................................................................................... 16
MAINTENANCE PUBLICATIONS ............................................................................................................... 17
AVIATION MECHANIC PRIVILEGES AND LIMITATIONS ............................................................................ 18
AIRFRAME STRUCTURES ............................................................................................................................. 19
WOOD STRUCTURES ............................................................................................................................... 19
AIRCRAFT COVERING .............................................................................................................................. 22
AIRCRAFT FINISHES ................................................................................................................................. 25
SHEET METAL AND NON-METALLIC STRUCTURES .................................................................................. 28
WELDING ................................................................................................................................................. 36
ASSEMBLY AND RIGGING ........................................................................................................................ 37
AIRFRAME INSPECTION ........................................................................................................................... 41
AIRFRAME SYSTEMS AND COMPONENTS ................................................................................................... 44
AIRCRAFT LANDING GEAR SYSTEMS ....................................................................................................... 44
HYDRAULIC AND PNEUMATIC POWER SYSTEMS .................................................................................... 45
CABIN ATMOSPHERE CONTROL SYSTEMS .............................................................................................. 46
AIRCRAFT INSTRUMENT SYSTEMS .......................................................................................................... 52
COMMUNICATION AND NAVIGATION SYSTEMS .................................................................................... 53
AIRCRAFT FUEL SYSTEMS ........................................................................................................................ 55
AIRCRAFT ELECTRICAL SYSTEMS ............................................................................................................. 60
POSITION AND WARNING SYSTEM ......................................................................................................... 61
ICE AND RAIN CONTROL SYSTEMS .......................................................................................................... 64
FIRE PROTECTION SYSTEMS .................................................................................................................... 65
ENGINE THEORY AND MAINTENANCE ........................................................................................................ 66
TURBINE ENGINES ................................................................................................................................... 66
ENGINE INSPECTION ............................................................................................................................... 67
ENGINE SYSTEMS AND COMPONENTS ....................................................................................................... 68
ENGINE INSTRUMENT SYSTEMS ............................................................................................................. 68
ENGINE FIRE PROTECTION SYSTEMS ...................................................................................................... 69
ENGINE ELECTRICAL SYSTEMS ................................................................................................................ 70
LUBRICATION SYSTEMS........................................................................................................................... 71
IGNITION AND STARTING SYSTEMS ........................................................................................................ 72
FUEL METERING SYSTEMS ...................................................................................................................... 73
ENGINE FUEL SYSTEMS ........................................................................................................................... 75
INDUCTION AND ENGINE AIRFLOW SYSTEMS ........................................................................................ 76
ENGINE COOLING SYSTEMS .................................................................................................................... 77
ENGINE EXHAUST AND REVERSER SYSTEMS........................................................................................... 78
PROPELLERS ............................................................................................................................................ 79
TURBINE POWERED AUXILIARY POWER UNITS ...................................................................................... 81
GENERAL
BASIC ELECTRICITY
Objective. To determine that the applicant:
1. ELEMENT: Exhibits knowledge of at least two of the following—
TASKS:
a)Sources and/or effects of capacitance in a circuit
A pulse of electricity is sent to the load. (condenser is source of capacitance. a

capacitor. a capacitor is used in a magneto to help collapse magnetic field more
efficiently.)
b) Uses of capacitance in a circuit
Phase changes, indicating fuel quantity in the wing (dielectric air when empty and is fuel
when full) radio, flashing lights. (lead and lag. current leads voltage)
c) Sources and/or effects of inductance in a circuit
Magneto, Transformer (steps voltage up or down) induction coil (magneto) x amount of

volts bring it up in volts. used as step up for certain electronic equipment.
d) Uses of inductance in a circuit
To step up or step down voltage
e) Operation of basic AC and/or DC electrical circuits
AC: Voltage peaks, drops, changes direction, and repeats.
DC: Non varying in nature and stays in one direction
((how does kirchoffs law work in parallel and series)
f) Ohm's law
The current that flows in a circuit is directly proportional to the voltage that causes it and
inversely proportional to the resistance in the circuit.
g) Kirchhoff's law(s)
Voltage Law: The sum of voltage applied and voltage drop is equal to zero
Current Law: The sum of the currents at any junction of conductors in a circuit is zero.
1
h) Procedures used in the measurement of voltage, current, and/or resistance
Voltmeter (placed in parallel to the component), Ammeter (Placed in series with the
component), Ohmmeter (REQUIRES component to be disconnected from the circuit.
Sends in a charge for a reading and is placed in parallel with the component) (isolate
resistors in series or parallel circuits for resistance)
i) Determining power used in simple circuits
Power is measured in watts and is determined by multiplying the known current by the
known voltage in a circuit.
j) Troubleshooting, and/or repair or alteration using electrical circuit diagrams
(be able to read schematic diagrams.)
k) Common types of defects that may occur in an installed battery system
Defective cells, cell imbalance, faulty cells, complete battery failure, excessive
spewage, overcharge or high heat, impure water, high concentration of electrolyte,
improper water level, defective or damaged plating, loose connections causing
overheating of intercell or hardware, thermal runaway. (Refer to page 3-64 in textbook)
(wires connecting aren't tight. dead cell. Low battery fluid. sulfuric acid in lead acid and
peroxide in ni cad. temperature sensitivity in charging adjusting needs to be done. cap
checks of a lead acid battery see the valve is working. what should be worn when
working with a ni cad battery or lead acid.)
l) Aircraft battery theory/operation
Lead acid and Ni cad batteries. Ni cad batteries release electrons which flow to the
negative terminal from metallic cadmium on the negative plates combining with
hydroxide ions in the electrolyte. Lead Acid batteries has electrons flow from the
negative plates to the positive plate which makes oxygen leave the positive plate to
form water between both plates as sulfate radicals go from the positive plate to the
negative plate forming lead sulfate
2
m) Servicing aircraft batteries
Clean outside of batteries with baking soda and water. Make sure all terminals are tight
and the battery is clean. The battery terminals should be coated with petroleum jelly .
The batteries should be serviced with the correct electrolyte and should ALWAYS be
mixed with acid put into the water and NEVER water put into the acid. (proper
equipment to service. Inspect battery compartment for corrosion. Fumes from battery
are taken out of aircraft by venting system. Inspect venting system. Hook the battery up
set it up to charge)
AIRCRAFT DRAWINGS
Objective. To determine that the applicant
TASKS:
a) Characteristics and/or uses of any of the various types of drawings/blueprints

and/or system schematics
detail drawing: Using dimensions, materials and types of finish this type of drawing
supplies all information to construct a part. paper copies should not be measured to
scale because paper can shrink.
Assembly drawing: Depicts the relationship between two or more parts. Parts are
referenced individually by their part numbers and specify the type and number of
fasteners needed to join them.
Installation drawing: Shows the general arrangement or position of parts with respect
to an aircraft and provides the information needed to install them.
Sectional Drawing: Shows internal construction or shape of a part. revolved section

(items with no interior parts) removed section (drawing cut and a section removed to
show another angle) complete section (complete view of a complex parts) half section
(top half of the part shows the internal assembly. Bottom half shows the part as seen
from the outside of the part)
Exploded view drawing: All parts are in their relative positions and expanded outward.
(what would you use an aircraft drawing for. know all the drawings. what are they used
for?)
3
b) The meaning of any of the lines and symbols commonly used in aircraft
sketches/drawings/blueprints
Visible outline (used to show a visable part. medium weight solid line.
Hidden line (invisible edges or contours. dashed lines of medium weight)
Center lines (made up of alternating long and short dashes. Used to show the middle of
a symmetrical part.)
Extension lines: light weight lines that extend out from a point to show where a
measurement is made
Dimension lines: light lines that are broken in the middle to show a measurement for
the part separated from the dimension lines by an extension line.
Cutting Plane lines: medium or heavy alternating long dashes and two short dashes
with an arrowhead at each end. Shows the plane in which a sectional view is taken.
Phantom lines: light lines made of alternating long dashes and two short dashes.
shows the presence of another part and is included for reference or to indicate a parts
alternate position.
Short break lines: used across dimensions to show a part continues. Long break lines
are used across large parts and usually extend past the solid lines of the part indicating
the edges of the part.
Leader lines: light lines with arrowheads that extend from a note, number, or
information box to a part. they should not cross dimension lines extension lines or
another leader line to not cause confusion
Section lines: Shows differences in types of materials or exposed surfaces. If the

materials used are listed in the bill of materials, the symbol for cast iron is frequently
used to represent all metals. (be able to identify different symbols and lines. know all the
lines)
c) using charts or graphs
Bar graph, Pictograph, broken line graphs, pie chart, Electric wire chart, brake
horsepower chart, Fuel consumption charts, Engine horsepower/Altitude chart. Refer to
chapter 5 section C for examples of these. (servicing a strut you find out the
temperature and ways of adjusting and be able to read charts and graphs)
4
d) Troubleshooting an aircraft system or component(s) using drawings/blueprints
drawings/blueprints can show where specific parts are placed in relation to the aircraft
and where to go to troubleshoot whichever part needs troubleshooting. A schematic
diagram details the location of components which can help with this. Schematic
diagrams are best for this since they show a principle of operation of the component.
(system of landing lights they don't work what could be bad how would you find out. see
if circuit breaker is good. going down the line of steps.)
e) Inspection of an aircraft system or component(s) using drawings/blueprints

drawings and schematic diagrams can be used to locate where a component is and its
function to aid in inspecting and making sure the component is in its proper place and is
in proper condition.
f) Repair or alteration of an aircraft system or components(s) using

drawings/blueprints and/or schematics
drawings/schematics can be drawn as part of the description for a repair in an FAA

Form 337 that shows the location of the repair, the materials used, and enough detail so
that the repair could be redone if necessary. (what information is in a title block? the guy
that drew it checked it what the part is what the part number is the manufacturer. how
do you know a blueprint is altered?)
h) Terms used in conjunction with aircraft drawings/blueprints and/or system

schematics
Working drawing, revolved section, removed section, complete sectional view, half-
sectional view, vanishing point, nominal dimensions, perpendicular bisector, buttock
lines, all the different types of lines. (offset lines, alternate position, look a blueprint
understand it and read it to me thats all you need to know. Title block, is there a shelf
life for this particular item?)
5
WEIGHT AND BALANCE
TASKS:
a) The purpose(s) of weighing or reweighing
The purpose of weighing and reweighing a plane is to make sure that the aircraft's
center of gravity stays in a specific range so that whenever the aircraft takes off its able
to maintain stability. Operating an aircraft above its maximum weight could result in
structural deformation or failure during flight in adverse conditions such as strong wind
gusts or turbulence. (SAFETY! if all paperwork is lost needs reweighed.)
b) General preparations for weighing, with emphasis on aircraft preparation

and/or weighing area considerations
The first step when preparing an aircraft to be weighed is to clean the inside and
outside. A check must be made to ensure all required equipment is installed, and that
there is no additional equipment installed that is not on the current equipment list. All
fluid reservoirs and tanks must be filled to the level specified in the TCDS. Fuel tanks
should be drained but can be filled if usable fuel is then subtracted out. Temperature
can affect weight of fuel so correction may need to be made as necessary. Oil tanks or
sumps must be filled and the weight of usable oil deducted from the scale weight.
Aircraft flight control positions if needed in specific positions for weighing are noted in
the Aircraft Specifications or the manufacturer's maintenance manual.The locations for
weighing points which are specific points on an aircraft where the scales must be placed
for weighing, are indicated by the aircraft's TCDS. (hanger with closed doors no wind.
jacks in good condition and compatible . main manual with you for where jacks go. what
is the condition of the jacks. fuel drained to what main manual says.)
c) The general location of airplane center of gravity (CG) in relation to the center
of lift for most fixed main airfoils
To achieve longitudinal stability, most airplanes are designed so they're slightly nose
heavy. This is accomplished by placing the center of gravity (CG) slightly forward of the
center of pressure which is often referred to as the center of lift. (center of gravity and
center of lift are always very close. flight controls cant compensate if not in a specific
range)
6
d) Definitions of any of the following:
datum, arm, moment (positive or negative), or moment index
DEFINE:
Datum: an arbitrary reference line from which all measurements are made when
determining the moments used for weight and balance computations.
Arm: The horizontal distance in inches between the reference datum line and the
weight. If the object is behind the datum, the arm is positive, and if in front, the arm is
negative
Moment (positive or negative): product of weight of an object in pounds and the

distance from the center of gravity of the object to the datum or fulcrum. Positive or
negative moments are in relation to where the objects location is in relation to the
datum.
Moment Index: The moment divided by a constant such as 200, 1,000, or 10,000. It is
used to simplify computation of weight and balance by eliminating large unwieldy
numbers.
e) The meaning and/or application of any terms/nomenclature associated with

weight and balance other than those mentioned in element "d" above, including
but not limited to any of the following: tare, ballast, and residual fuel/oil
Tare: The weight of all items on the scales that are not part of the aircraft such as jacks,
blocks, and chocks.
Ballast: Ballast is considered the weight in an aircraft and can be adjusted to bring the
CG to its desired range. Some parts of the weight in an aircraft are permanent
(Permanent ballast) and some are temporary (Temporary ballast).
Residual fuel/oil: The remaining amount of fuel and or oil. Fuel that is still within the
tank but is not a quantity safe enough during flight is called unusable fuel. Fuel and oil
are included in what is known as the useful load which is the difference between
maximum takeoff and basic empty weight.
(whatever fuel you cant get out manufacturer will explain this. ballast: permanent is
mounted only when manufacturer permits it. permanent ballasts are marked in such a
way that shows it cannot be removed. all fluids topped off.)
7
f) Procedures for finding any of the following:
datum, arm, moment (positive or negative), or moment index.
PROCEDURES TO FIND:
Datum- The datum for a specific aircraft is indicated on most aircraft specifications.
Arm- Measured in inches or meters it is found by measuring the distance between the
weight and the datum.
Moment (positive or negative)- When the weight (scale reading) is known and the
objects arm is known the two can be multiplied together to find out the objects moment
which is expressed in pound-feet or pound-inches.
Moment Index- Divide the known moment by a constant number such as 200, 1,000 or
10,000 to shorten and simplify the weight and balance computations.
(TCDS maintenance manual. maybe pilots handbook but not common and last resort.)
g) Purpose and/or application of mean aerodynamic chord (MAC)
The MAC is the chord drawn through the center of the wing plan area. The MAC is
determined for weight and balance and aerodynamic purposes since the wing on most
aircraft is not a rectangle.
(weight and center of lift relationship where something has to be in terms of mac)
h) Adverse loading considerations.
The aircraft is either loaded over its maximum weight, the CG is too far forward, or the
CG is too far aft of its CG range.
8
FLUID LINES AND FITTINGS
TASKS
a) Tubing materials
What kind of materials are used for tubing such as rigid. flex hoses (Teflon butyl)
b) Tubing materials application
Teflon used high temperature areas (engine compartments)/ tubings that are used just
for skydrol and rest used for 5606.
c) Tubing sizes
How to size metal tube, outside diameter and wall thickness
d) Flexible hose material
e) Flexible hose materials application
f) Flexible hose sizes
inside diameter in 1/16 inch increments
g) Flexible hose identification
flex hose deteriorate so it has a lay line that shows its not twisted, manufactures name
and part number. shelf life date. pressure.
h) AN, MS, and/or AC plumbing fittings
ones army/navy. military standard,
which one has a feral end? which one is flared? AN is flared MS is feral.
i) Rigid line fabrication techniques/practices
flex hoses has slack look up how many inches hoses have to be clamped.
9
j) Rigid line installation techniques/practices
read up on it
k) Flexible hose fabrication techniques/practices
read up on it
l) Flexible hose installation techniques/practices
read up on it
MATERIALS AND PROCESSES

TASKS:
a) Any of the metals commonly used in aircraft and their general application
aluminum, steels for high stress area engine mount area firewalls and titanium. where
are they used
b) Composites and other nonmetallic components and their general application
primary structure holding the vertical stabilizer on the fuselage on airbus is composite.
what are types of composites and where and why are they applied
c) Heat-treated parts precautions, using DD or "icebox" rivets
whats a dd rivet? its an alloy thats very strong but brittle in its natural state. When they
are heated and annealed they are then cooled
d) Typical wood materials and fabric coverings
Spruce FAR 43.13 spruce as a standard and shows strength qualities in relation to sitka
wood. Laminate wood (grain in one direction) Plywood.
e) Visible characteristics of acceptable and/or unacceptable welds
looking at grain deviation, sap pockets, compression failure, scarf splicing (max 2)
10
f) Precision measurement and precision measurement tools.
micrometers etc
g) Using inspection techniques/methods, including any of the following: visual,

metallic ring test, dye/fluorescent penetrant, magnetic particle, and/or eddy
current
Be able to perform these tests. wont expect you to do eddy current but know what these
tests are
h) Identification, selection, installation, and/or use of aircraft hardware
i) Safe tying of components and/or hardware
lacing wire bundles
j) Finding information about material types for specific application(s)
43.13 all are in here
GROUND OPERATION AND SERVICING

TASKS:
a) General procedures for towing aircraft
big airplane someone in cockpit people on tractor people at wings and tail. Make sure
you have coverage! map of taxi ways. Permission. what tow bar is for that airplane.
what its condition is. beacon light.
b) Air Traffic Control (ATC) considerations/requirements for towing aircraft on or

across active runways
c) General procedures for starting, ground operating, and/or taxiing a

reciprocating engine
d) General procedures for starting, ground operating, and/or taxiing a turbine

engine powered aircraft
11
e) The hazards associated with starting, ground operating, and/or taxiing aircraft
and procedures for preventing, minimizing or otherwise managing any of them
induction system fire you keep cranking the engine to suck fire in if it doesn't while your
cranking shut off the fuel.
f) Procedures for refueling and/or defueling aircraft
right fuel don't put wrong fuel which can kill.airplane grounded and to the truck
g) Oxygen system safety practices/precautions
clean cotton gloves, unscrew to bleed pressure SLOWLY! dirty tools can cause igniting.
aviation oxygen has no moisture and is what is to be used
h) Characteristics of aviation gasoline and/or turbine fuels, including basic types

and means of identification.
color and octane rating. 100LL is whats mostly out there. Turbine fuel is brownish. fuel
nozzles on trucks are even different. detonation can and will occur due to wrong fuel
used
i) Fuel contamination hazards water, impurities, microorganisms
j) Fuel additives commonly used in the field
k) Use of automobile fuel in aircraft engines
l) Types/classes of fires, using proper fire extinguishers/methods
12
CLEANING AND CORROSION CONTROL
TASKS:
a) Aircraft preparation for washing, and general aircraft cleaning (washing)

procedures
pitot static are covered! using a special tape.
b) Post cleaning (washing) procedures
PULL THE TAPES OFF!
c) Corrosion theory
metal trying to get back to its original state iron red dust aluminum white powder
d) Types/effects of corrosion
takes away structural integrity. dissimilar metals together.
e) Conditions that cause corrosion
dissimilar metals electrolyte
f) Corrosion prone areas in aircraft
landing gear, wheel wells, anyplace that can retain water and or is exposed to outside
elements.
g) Corrosion preventive maintenance procedures
clean it wash it paint it and cover it
h) Inspection for an identification of corrosion in any of its various form
aluminum white powder. inter granular is in layers (delamination) look it up
i) Corrosion removal and treatment procedures
rust, tools to do it etc etc use correct tools for each type
j) Use of Material Safety Data Sheets (MSDS)
It is now known as SDS
13
MATHEMATICS
TASKS
a) Areas of various geometrical shapes
areas of shapes
b) Volumes of various geometrical shapes
c) Definitions/descriptions of geometrical terms, including but not limited to any

of the following:
polygon, pi, diameter, radius, and hypotenuse
d) Ratio problems, including examples of where or how they may be used in

relation to aircraft maintenance or system(s) operation
knowing ratios for compression. bellcrank control surface ratio
e) Proportion problems, including examples of where or how they may be used in

relation to aircraft maintenance or systems(s) operation
check on flight controls when you move control wheel from stop to stop it has to move
so far you get x amount of movement from elevator. elevator improperly adjusted will
cause structural failure.
f) Percentage problems, including examples of where or how they may be used in

relation to aircraft maintenance or system(s) operation
percent of thrust, engine power, how do you calculate minimum fuel, maximum
acceptable takeoff power
g) Algebraic operations, including examples of where or how they may be used in

relation to aircraft maintenance
if you can do weight and balance this is a breeze add subtract multiply divide.
h) Conditions or areas where metric conversion may be necessary
amount of fuel put in here vs somewhere else that uses metric system (Canada)
14
MAINTENANCE FORMS AND RECORDS
TASKS
a) Writing descriptions of work performed and approval for return to service after
minor repairs or minor alterations
what has to be in the description that would be in the log book.
b) The content, form, and disposition of aircraft maintenance records reflecting

approval for return to service after a 100-hour inspection
what do you do with 100 paperwork at the next 100 hours. ya throw it out. 337 log books
you keep
c) The content, form, and disposition of aircraft maintenance records reflecting

disapproval for return to service after a 100-hour inspection.
provide the owner or operator list that makes it unairworthy on signoff unairworthy and
why list of unairworty items. CANNOT JUST SAY ITS NOT GOOD YOU CAN GET
SUED.
d) The recording content, form, and disposition requirements for certificated

aviation mechanics (without an Inspection Authorization) that perform major
repairs and/or major alterations
major repair major alteration. all the work document it you cannot approve it. 100 hour
you can do
e) The inoperative instruments or equipment provisions of 14 CFR part 91
tag instrument that says inop deactivated rate of climb aircraft not certified for IFR
(Instrument Flight Rules) flight. you can placard instruments that are not primary in flight
f) The definition/explanation of any of the terms used in relation to aircraft

maintenance, such as overhaul(ed), rebuilt, time in service, maintenance,
preventive maintenance, inspection, major alteration, major repair, minor
alteration, and minor repair
15
BASIC PHYSICS
TASKS:
a. Any of the simple machines, how they function, and/or how mechanical
advantage
is applied in one or more specific examples.
b. Sound resonance, how it can be a hazard to aircraft, and how sound may be
used
to aid in inspecting aircraft.
c. The relationship between fluid density and specific gravity.
d. The characteristic of specific gravity of fluids and how it may be applied to

aircraft
maintenance.
e. The general effects of pressure and temperature on gases and liquids and how
the
qualities of compressibility and/or incompressibility of gases and liquids are
generally applied to aircraft systems.
f. Density altitude and the effects of temperature, and/or pressure, and/or

humidity
on aircraft and/or engine performance.
g. Heat, how it is manifested in matter, and how heat transfer is accomplished

through
conduction, and/or convection, and/or radiation.
h. Coefficient of linear (thermal) expansion as related to aircraft materials.
i. Aircraft structures and theory of flight/physics of lift.
j. The operation of aerodynamic factors in the flight of airplanes and/or

helicopters.
16
k. The relationship between force, area, and pressure.
l. The five forces or stresses affecting aircraft structures.
m. The two forms of energy and how they apply to aircraft and/or aircraft
systems.
MAINTENANCE PUBLICATIONS
TASKS:
a. How a mechanic makes use of Type Certificate Data Sheets (TCDSs) and/or
Aircraft Specifications in conducting maintenance or inspections.
b. Aircraft maintenance manuals and associated publications including any of the
following types of publications and how they are used: service bulletin,
maintenance manual, overhaul manual, structural repair manual, or instructions
for continued airworthiness.
c. The requirements of performance of maintenance.
d. Airworthiness Directives (AD), including purpose and/or AD categories
and/or ADs issued to other than aircraft.
e. In what form individuals may receive CAA published AD summaries and/or how
they may be obtained.
f. The AD identification numbering system.
g. KCAA MAPs including any of the following: significance of the MAP numbering
system, one or more examples of MAPs issued to provide information in
designated subject areas, and one or more examples of MAPs issued to show
a method acceptable to the KCAA complying with the KCARS.
17
h. The intent or function of the Aviation Maintenance Alerts.
i. The Air Transport Association (ATA) Specification 100.
AVIATION MECHANIC PRIVILEGES AND LIMITATIONS

Objective: To determine that the applicant:
1. ELEMENT: Exhibits knowledge of mechanic privileges and limitations and

exercise thereof, including at least two of the following—
TASKS:
a) Required evidence of eligibility experience satisfactory to the Administrator
ways to become eligible for an O&P exam
b) Length of experience required for eligibility
c) Practical experience required for eligibility
d) The privileges of a mechanic in relation to 100-hour and annual inspections
IA for annual you can do a 100 hour
e) Change of address reporting requirements
in 30 days
f) Minimum age requirements
g) Recent experience requirements to exercise privileges of a certificate
so many months work under someone
h) Who is authorized to perform maintenance/inspection, preventive

maintenance, rebuilding, or alteration and/or approve for return to service
afterwards
a and p
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i) Causes for revocation or suspension
falsification of documents. illegally copying documents for someones plane such as

logbooks. causing something to happen not legal on the plane. Taking paperwork.
j) Criteria for determining major and minor repair or alteration
FAR 43
AIRFRAME STRUCTURES
WOOD STRUCTURES
1. ELEMENT: Exhibits knowledge of at least two of the following—─
TASKS:
a) Inspection tools for wood structures
mirror, flashlight, awl to see if wood is rotten, moisture meter, plastic hammer,
screwdriver handle for tapping.
b) Inspection techniques and practices for wood structures
visual inspection, opening panels and putting a flashlight in to look for

cracks/discolorations. look at a line is it a crack or not.
Moisture meter- used to determine the moisture content of the wood structure. Wood
that is too wet or dry may compromise the strength and integrity of the structure
Tapping- Using a light plastic hammer or screwdriver handle the wood structure is
tested for structural integrity. If the wood area sounds hollow or feels soft further
inspection is required
Probing- this type of test can be done following a failure tap test. A sharp metal tool is
used to probe the suspected area. If the area is firm that's what is desired. If it feels
mushy or soft the wood has rotted and it is necessary to disassemble the structure for
any repair or replacement needed.
Prying- Use this method to determine if a bonded joint has signs of separation but
never use too much force in prying.
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Smelling- A good indicator for musty or moldy areas. These odors reveal the existence
of moisture and possible wood rot in the structure
Visual inspection- self explanatory and is imperative to a complete inspection of the

structure both externally and internally
c) Effects of moisture/humidity on wood
rot! wood will rot. mildew. wood beetles. sitka spruce is used strong weight and resistant
to insects. Integrity of the wood structure lost
d) Types and/or general characteristics of wood used in aircraft structures
solid woods ply woods 45 degree angle grains. and laminates
Sitka Spruce- considered a standard and has excellent uniformity strength and
excellent shock resistance qualities.
Douglas Fir- Exceeds spruce. May be used as a substitute for spruce. Difficult to work
with hand tools and has a tendency to split and splinter during fabrication.
Noble Fir- Satisfactory characteristics with respect to workability, warping and splitting.
Can be a substitute for spruce
Western Hemlock- Less uniform in structure than spruce but still can be used as a
direct substitute.
Pine, Northern white - Low quality in hardness and shock resistance. Must be of a
larger size in order to be an acceptable substitute to spruce.
White Cedar, Port Orford- Easy to work with hand tool. Hard to glue but satisfactory
joints can be obtained if suitable precautions are taken.
Poplar, Yellow- Excellent working qualities should not be used as a substitute for
spruce unless carefully accounted for slightly reduced strength.
e) Permissible substitutes and/or other materials used in the construction and

repair of wood structures
ac43.13 wood section just know this is where you can find it
f) Acceptable wood defects
deviation within limits (comes into play when doing a splice) ex: scarf splice
Cross grain- spiral grain, diagonal grain or a combination of the two is acceptable provided the
grain does not diverge from the longitudinal axis of the material. Cross grain is wood in which the
direction of fibers deviate from a line parallel to the sides.
20
Wavy, curly, and interlocked grain- acceptable if local irregularities do not exceed limitations
specified for spiral and diagonal grain.
Hard Knots- A knot that is sold across the surface at least as hard as the surrounding wood and
shows no indication of decay. Acceptable as long as they do not cause grain divergence and are not
projecting portions of I-beams.
Pin knot clusters- small clusters are acceptable provided they only produce a small deviation of
grain direction. A group of Knots close together in wood that are each at max 1/2 inch diameter.
Pitch pockets- Lens shaped opening extending parallel to the annual growth rings in certain woods.
May contain liquid or solid resin. Acceptable provided they are at least 14 inches apart in the same
growth ring and do not exceed 1-1/2 inches in length by 1/8 inch in depth.
Mineral Streaks- Discoloration believed to show abnormal concentrations of mineral matter.

Acceptable as long as there's no decay indicated on the wood.
g) Non-acceptable wood defects
Cross Grain - Not acceptable if they are past the limitations
Wavy, curly, and interlocked grain- Not acceptable if irregularities exceeded

limitations for spiral or diagonal grain.
Hard Knots- Not acceptable if they cause grain divergence
Pin Knot Clusters- Not acceptable if they cause a large effect on the direction of the
grain.
Spike Knots- Knots that run through the depth of the wood perpendicular to the annual
rings. Reject wood that ever has this defect
Pitch pockets- Not acceptable if limitations in acceptable defects is breached.
Mineral Streaks- Not acceptable if any decay is found
Checks, shakes, and splits- Reject wood containing these defects. Checks are a
lengthwise separation or crack of the wood along the grain, A shake is a separation or
crack that occurs at boundaries of rings or within growth rings, and a split is a
longitudinal crack produced by artificially induced stress.
Compression wood- It has the appearance of an excessive growth of summerwood.

Reject any wood that indicates compression wood
Compression Failure- Reject any wood with this type of defect
Decay. Reject wood that has any form of decay.
21
h) Wood repair techniques and practices
find the chart 43.13 just as good to find in textbook
AIRCRAFT COVERING
1. ELEMENT: Exhibits knowledge of at least two of the following

TASKS:
a) Factors used in determining the proper type covering material
maximum speed of plane and most amount wing loading stall speed depends on wing
loading too. how many pounds is wing supporting. it has grade a fabric if you are
replacing it it has to be grade a for a patch but can be a different type if fully replaced
but is considered a major alteration.
b) Types of approved aircraft covering material
grade A (organic) cotton and linen, synthetics (nylon) sekanite
c) Seams commonly used
french fell seam- Used with grade a cotton blanket type wing re-covering system
Folded Fell seam- A type of machine sewn seam recommended for use in fabric
Overlap
d) Covering textile terms
Seyboth tester- Used to deterimine fabric strength. Sometimes called a punch tester.
This tester is pressed down until the tip penetrates the fabric. The color band that is
even with th end of the housing just as the instrument penetrates the covering indicates
the amount of force needed to punch through. Red ban means the fabric is weak yellow
is stronger and green band is good quality. A circular patch is used to cover the small
hole.
22
Maule tester- Similar to the seyboth tester in that it uses pressure applied on the fabric
to test its strength. When pressure is applied onto the fabric a reading is made and if the
fabric fails the test, the Maule tester will penetrate the fabric before the required strength
is met.
Pull/grab test- This type of test is done when higher quality testing is required. Once
the finish is removed by soaking a sample piece from the fuselage or wings in acetone,
the sample is clamped into jaws of the tester and pulled until it tears apart. The fabric is
considered unairworthy if the sample breaks below the allowable strength.
Envelope Method of wing covering- Sewed to fit in order to minimize the amount of
hand stitching or cementing required in the installation. The covering is slipped over the
wing from the tip and the seam straightened along the trailing edge and wingtip bow. A
baseball stitch is used for most seams and locked every six inches with a seine knot.
Blanket Method of wing covering- The Blanket Method refers to the fact that the wing
is wrapped or blanket covered with the fabric. For Never exceed speeds of more than
150mph the blanket will get sewn together along the trailing edge with a plain overthrow
or baseball stitch. If the Never exceed speed is less than 150mph the blanket method
may be used with a doped seam along the trailing edge.
Martin clips- A wire spring clip used to hold fabric in place on fabric covered wings
constructed with sheet metal ribs. They are inserted through the fabric into holes drilled
in the ribs.
Selvage edge- a self-finished edge of fabric. The selvages keep the fabric from
unraveling or fraying. The selvages are a result of how the fabric is created.
Surface Tape- Covers all seams and rib stitching points where abrasion could occur
and areas along the leading and trailing edge. Covers all of the corners and all of the
edges of the fabric in the control surface wells.
Nap- Composed of the ends of the fibers that are loosened and stick up like short hairs
after they have stiffened by the dope.
Orlon- A synthetic material made from acrylic resin once used as an aircraft covering
fabric. Its considered unsatisfactory due to its short service life.
Dope Fill Coats- The quality of the fabric finish is determined by the final steps of
applying fill coats of clear dope. The number of coats given depends on the type of
finish wanted.
Aluminum Dope Coats- Applied after the dope fill coats have been applied and
sanded. This layer of dope is made of tiny flakes of aluminum which reflect ultraviolet
23
rays from the sun and by doing so protect the dope and fabric from damage and
weakening in structure.
Finish Coats- The most visible part of the entire aircraft. For this final coat to adhere to
the aluminum dope spray a fine coat of thinner on the surface to soften the film till it
becomes tacky. When the aircraft is all ready for its final finish, spray it all at one time so
it will have a consistent color throughout.
Synthetic Fabric- Polyester fabric is installed according to the stipulations of the STC.
Synthetic fabric unlike other types of fabric Synthetic fabric wrinkles are not pulled out
with water and then shrunk with dope. They are made wrinkle free and shrunk with heat.
A calibrated iron to heat the fabric is used with a temperature setting is set for the
desired degree of shrinking. This prevents damage to the covering.
Glass cloth- Some methods only use the glass cloth to reinforce the fabric already on
the structure which is good only as long as the underlying fabric has a given amount of
strength. It has twice the tensile strength of grade a cotton and similar weight. It is
inorganic so it is not weakened by sunlight and the main difficulty with it is its loose
weave and slickness of the threads which can be handled by applying a coat of dope to
it before it goes on to assure a good bond. Glass cloth does not shrink so once its
applied it should be done so with no wrinkles and placed smoothly.
e) Structure surface preparation
dope proofing -The treatment of a structure to be covered with fabric to keep the
solvents in the dope from softening the protective coating on the structure.
f) Covering methods commonly used
envelope and blanket method.
g) Covering means of attachment
glues dopes and sewing
h) Areas on aircraft covering most susceptible to deterioration
if its taildragger bottom of fuselage, tricycle landing gear the belly of the airplane drain
holes OPEN AND CLEAR ALL THE TIME. Area exposed to sunlight.
i) Aircraft covering preservation/restoration
rejuvenator, don't park airplane on grass have it on a ramp. keep sunlight off the
airplane YOU CANNOT DO A REPAIR ON A FABRIC FLIGHT CONTROL SURFACE!
24
j) Inspection of aircraft covering
maul test manual will say how many pounds doped lap patch for the hole made. cut a
piece out do a dope lap patch and send the piece to a laboratory and tests are done
there. SAGGING TORN PAINT MISSING.
k) Covering repair techniques and practices
dope lap seams dope patches
AIRCRAFT FINISHES
TASKS:
a) Protection of airframe structures
linseed oil, zinc chromate, MIL must be on cans. aluminum tape. Alodine
b) Primer materials
zinc chromate epoxy
c) Topcoat materials
Synthetic Enamel- older finish for metal aircraft. can be applied over zinc chromate
primer and cured through oxidation. good gloss with no rubbing. Not great at resisting
abrasion.
Acrylic Lacquer- High volume production lines use this paint because of how quickly
the paint can be applied. They are primed with a two part wash primer. This type of
topcoat has a lower solids content than enamel. They are fairly resistant to chemical
attack and quite weather resistant. Must be applied thin and the final coat with 1 part
retarder and three part thinner. Thick coats tend to develop pinholes and orange peel.
polyurethane - One of the most durable and attractive topcoats. It is a hard , chemical
resisting wet look top coat. IT is even resistant to skydrol. It's solids content is twice that
of Acrylic Lacquer. Wash primer is used for polyurethane however if it does not cure
properly it can cause filiform corrosion.
25
d) Surface preparation for a desired finishing material
manufacturer of finishing material say? 43.13 clean and dry free for foreign materials.
manufacturers maintenance manual
Synthetic Enamel- zinc chromate primer
Acrylic Lacquer and polyurethane- wash primer
e) Effects of ambient conditions on finishing materials
Rough finish- Dope or paint too cold or viscous. Dope and thinner should be used at same
temperature before spraying
Fabric will not be taut - Fabric remains undoped. Too much retarder used for thinning dope.
blushing- Humidity too high. Moisture in spray system. Dope applied over a moist surface
Pinhole or blister- Water or oil in spray system or on surface. Undercoat not thoroughly dry. Film
coat too heavy.
Bubbles and bridging- Dope too cool or not brushed out properly. Temperature too high
runs and sags- Use of improper equipment. Incorrect adjustment of equipment. Faulty spray
technique
dope will not dry- Oil, grease, and wax is left on the surface
Dull spots- Porous spot putty or undercoating, allowing dope or lacquer to sink in.
Bleeding- Organic pigments or dyes used in the undercoats which are soluble in the topcoat
solvents.
White Spots- Water in spray system or on surface.
Paint or Primer Peeling- wax from stripper or detergent from cleaning may still be on surface. If
dope is applied over old paint or enamel the old paint will softened and eventually peel from the
surface.
Brown Spots- oil in spray system
Orange Peel- spraying with too high pressure. Use of too fast drying thinner. Cold damp draft over
surface.
Wrinkling- Reaction between solvents and primer or undercoats.
Overspray- Wrong spray technique, too fast drying thinner.
Fisheyes- silicone wax, or polish contamination on surface. Oil from air compressor.
26
f) Effects of improper surface preparation on finishing materials
its gonna come off if not cured properly. Wash primer that didn't cure properly will cause
filiform corrosion.
g) Regulatory requirements for registration markings
12 inches high, in the FAR
For rotorcraft- Numbers are set up horizontally on both sides of the fuselage, cabin, boom, or tail. If
the surfaces do not allow full sized letters they can be made as high as practicable but must be at
least two inches high.
For helicopters- Numbers should be on the side of the fuselage below the window line and as near
to the cockpit as possible.
Fixed wing aircraft- Numbers should be placed between the trailing edge of the wing and the
leading edge of the horizontal stabilizer or engine pods if they are located in that area. If it is not a
good location for them, place them on both sides of the vertical tail.
Certified aircraft that are registered in the Kenya must display the letters 5Y followed by the
registration number. Foreign countries have their own distinct letters.
i) Safety practices/precautions when using finishing materials
no smoking or open fires. respirator! well vented room.
h) Inspection of aircraft finishes
cracks, peeling, corrosion
j) Fungicidal, butyrate, and/or nitrate dopes
name a couple of dopes. these are examples.
Nitrate dope- Flammable and only used today to bond to the fibers of the fabric and bond to the
structure. It does this process better than Butyrate dope. It is used to bond fabric to the structure just
like using glue. It is often used as the first or second layer of dope before applying butyrate dope as
a top finish coat.
Butyrate dope- One of the most popular dopes used today because it is less likely to burn but is still
to some extent flammable. When it burns its rate is much more slow than nitrate dope. The solvents
are more potent in buyrate dope than in nitrate dope which is why butyrate dope is put over nitrate
dope and not the other way around.
27
Fungicidal dope- Used to prevent organic fabrics from suffering rot from mildew and fungus.
Fungus spores are always in the air and can rapidly multiply and weaken covering fabrics when in
dark, warm, and humid conditions. This dope is made by applying a fungicidal paste and thinned
clear dope mixture. This kills the spores and protects the fabric as a first layer. This mixture is
usually mixed with a dye so there is better contrast between the fabric and the dope and ensure the
first coat has adequate penetration into the fibers.
dope is used to produce a stronger and more durable finish.
k) Finishing materials application techniques and practices
spray or brush, dipping is more for manufacturing
l) Where necessary, balance considerations after refinishing
any flight control that is painted you have to check if it has to be re-balanced YOU WILL
BRING A PLANE DOWN! maintenance manual will show if it needs to be re-balanced.
SHEET METAL AND NON-METALLIC STRUCTURES

TASKS:
a) Inspection/testing of sheet metal structures
visual, eddy current, ultrasound, x ray, magnetic particle inspection.
aluminum- everything BUT magnetic particle
b) Types of sheet metal defects
cracks, warps, bends, structural defects, rivets popping out, corrosion
c) Selection of sheet metal
whatever sheet metal manufacturer used.
Types of major alloying agents in types of aluminum alloys are:
aluminum- pure aluminum which offers high corrosion resistance, excellent thermal and electrical
properties and is easily worked but is more than likely used just for cladding since it alone has very
low strength.
copper- Used commonly in the construction of skins. Aluminum alloy utilizing copper has high
strength but is also very highly susceptible to intergranular corrosion if improperly heat treated.
28
manganese- considered non-heat treatable and is usually used for cowling and non structural parts.
silicon- Lowers the metals melting temperature and this results in this type of metal working well for
welding and brazing. Brazing and soldering are very similar with the only difference being that
brazing requires a higher temperature.
magnesium- These alloys posses good welding and corrosion resistance. If this metal is exposed to
high temperatures or excessive cold working its susceptibility to corrosion increases. It can be used
for applications such as gas tanks, fuel lines, and brake assembly.
magnesium and silicon- The combination of magnesium and silicon in aluminum makes manesium
silicide which makes the alloy heat treatable and with medium strength which gives it good forming
and corrosion resistance properties.
zinc- adding zinc to aluminum alloy is done when parts require more strength and little forming.
d) Layout, and/or forming of sheet metal
stretch, shrink, bend it, layout dye, what was originally there YOU DON'T IMPROVISE!
In many cases parts are fabricated from blueprint drawings or constructed from templates from pre-
existing components. In some cases it must be done from acceptable practices and information from
publications such as AC 43.13-1B. Computations must be made to produce a layout which is simply
the process of placing lines on the metal to distinguish locations of cuts and bends. Knowing the
terms involved in fabrication is important in the process of layout and forming of sheet metal.
Bend radius- The bend radius is the amount of material measured from the inside that is under
tension an compression stress. The ends of the bend radius are indicated by bend tangent lines. To
prevent cracks a minimum bend radius is recommended. As a metals hardness and thickness
increases so does the minimum allowable bend radius.
Neutral axis- The point within the bend radius that neither compresses nor stretches. It is not
exactly in the center but is not crucial to know the exact location as any small error approximations is
usually too small to consider
Mold line- Used to designate dimensions of a piece of metal on a drawing. Extending a line from the
external side of a piece of metal past the radius, they are used as reference points from where
dimensions can be established.
Mold point- The point where two mold lines intersect. Measuring from the mold point can show the
position of where the bend should start.
Bend Tangent Line- Used to indicate the ends of the bend radius.
Setback- distance between mold line and bend tangent line. It is found by adding the dimension of
the bend radius to the thickness of the metal.
29
Flats- The end of a piece of metal to the first bend tangent line.
Bend Allowance- The amount of material that is actually involved in the bend and is equal to the
length of the neutral axis.
e) Selection of rivets
rivets are always what was there. if you must put blind rivets it's a major alternation now.
shear strength and bearing strength should be considered when choosing the correct
rivet for the job. The bearing strength should be slightly higher to enable the part to fail
by shearing the rivet rather than tearing out sections of sheet metal.
f) Rivet layout
what was there is what you must put
The correct number of rivets, spacing of rivets, distance rivets are placed from the edge are some of
the things to consider to get the best strength from sheet metal when adding rivets.
Edge Distance- The measured distance from the edge of sheet metal to where a rivet is installed is
important because if a rivet is installed to close to the sheet metal edge the sheet metal will tear out
instead of shearing the rivet when extreme loads are encountered. If the rivet is installed too far
away from the edge, the metal sheets can separate allowing foreign contaminates to enter the joint
eventually causing corrosion. It is safe to commonly place the center of the rivet hole about 2-2 1/2
shank diameters away from the edge. And a max distance of four shank diameters.
Pitch - The distance between adjacent rivets in a row. Rivets should be placed no closer than 3
diameters to one another. Rivet holes should be no further apart than ten to twelve times the rivet
shank diameter.
Hole preparation- It is important for the hole to be slightly larger but not so large that the expanded
rivet does not fill the hole.
Drill size- The number drill size is slightly larger than the rivet diameter. This allows the rivet to fit
snug and not scrape off any of the oxide film when being inserted or cause the metal the metal to
buckle once its driven.
Deburring- When sheet metal is cut, burrs can form around the edges of the metal. The process of
removing these sharp edges and burrs is known as deburring.
Hole prep. for flush rivets- The skin must be contoured or machined to accept flush rivets to a
depth that has the head flush with the surface. Countersinking is a process that gives this feature.
Countersinking- The removal of material from around the rim of a hole. Countersunk rivets are 426
rivets.
30
Dimpling- A process done when the top sheet of metal is too thin to countersink. Coin dimpling
forges or coins the metal into the dies, and radius dimpling folds the material down to form the
dimple.
coin dimpling uses a press which has a coining ram. This ram applies opposing pressure so the
metal is made to flow into the sharp contours of the die giving the dimple greater accuracy and
improving the fit.
Radius dimpling is used when the equipment is smaller than that needed for coin dimpling. The
dimple formed in this way does not have parallel sides. The lower sides angel is greater than 100
degrees.
g) Rivet installation
When installing rivets it is important to install the rivet with as few impacts as possible so the rivet
wont work harden and crack.
Hand riveting- performed where it is inconvenient to use conventional riveting equipment. A bucking
bar with a cupped head the shape of a rivet head is faced cup side up in a vise and a rivet placed
through joining sheet metal has its head placed in the cupped area. A Draw tool is placed on the
shank facing upward and banged to compress the rivet shank with a hammer.
Compression riveting- Two jaws one stationary and one movable by a pneumatic piston. A flat
dolly is placed on the movable jaw and a cupped dolly for the rivet head to fit is placed on the
stationary jaw. Once a trigger is compressed air moves through the piston and clamps the jaws
together.
Gun riveting- A pneumatic gun and bucking bar is used for this process. In the gun an air regulator
in combination with the trigger allows the operator to vary the impact speed and intensity for various
sizes and alloy rivets.
A technician must be able to identify properly driven rivets.
h) Inspection/testing of composite structures
ring check, cracks
these tests and inspection methods should be done to make sure whether or not the damage is
repairable or whether the part must be replaced.
Visual inspection- used to detect any type of surface irregularities.
Tap testing - The laminated part is tapped with a coin to detect delamination.
31
ultrasonic testing- This tester generates ultrasonic pulses that are sent through the part and
received back as an echo. An oscilloscope shows the echo patterns which can be used to detect
internal damage such as delamination, core crush, and other subsurface defects. A more accurate
method than the pulse echo method is the through transmission method which has a pulse go
through the part and a transducer receives the waves from the other side.
Radiography - also known as x-ray inspection it is used to detect differences in thickness or

physical density when compared to the surrounding material. Detects surface and internal cracks.
Can also detect entrapped water. Unlike tap and ultrasoinc it can detect the extent and size of the
damage.
Thermography- Locates flaws by temperature variations. Heat is applied to the part and the
temperature gradients are measured using an infrared camera.
Dye penetrant- Its very rare that Dye pen would be done on composite and is more commonly done
on metal. It should only be done if called for by the manufacturer.
Acoustic emission testing- This is a type of comparison test. It measures the sounds of a structure
and any subsequent defects. Tap testing is a form of acoustic testing
i) Types of composite structure defects
defect delamination cracks
resin rich areas
resin starvation
fiber breakout
blistering
j) Composite structure fiber, core, and/or matrix materials
you'd have to look them up
REINFORCING FIBERS:
Fiberglass - small strands of molten silica glass woven into cloth. It weighs more and has less
strength than most other composite fibers. The two common types are S-glass and E-glass. E-glass
has a high resistivity to current flow. S-glass is used where a very high tensile strength fiberglass is
needed.
32
Aramid - An organic aromatic polymide polymer commercially known as Kevlar. It has high tensile
strength, exceptional flexibility, high tensile stiffness, low compressive properties and excellent
toughness. The tensile strength of Kevlar is 4 times that of alloyed aluminum. It is non conductive
and produces no galvanic reaction with metals. Aramid is used in aircraft parts that are subject to
high stress and vibration. Helicopter designs use it to fabricate main rotor blades and hub
assemblies. The flexible feature of aramid allows the blade to bend and twist in flight, absorbing
much of the stress. A disadvantage to aramid is that it stretches which can cause many problems
when it is cut.
Carbon/Graphite- High compressive strength and degree of stiffness. This fiber is cathodic and can
cause galvanic corrosion when bonded to aluminum or steel. These materials are kept separate
from aluminum compnents when sealants and corrosion barriers such as fiberglass are placed
between the two.
Boron- Made by depositing the element boron onto a thin filament of tungsten. This makes a fiber
with excellent compressive strength and stiffness and is not commonly used in civil aviation since it
can be hazardous to work with and is extremely expensive. Most times when components are in
need of both the strength and stiffness associated with boron, many civil aviation manufacturers are
utilizing hybrid composite materials of aramid and carbon/graphite instead of boron.
Ceramic- Used where a high temperature application is needed. Some firewalls are made of
ceramic fiber composites. It is most commonly used in combination with a metal matrix for high
temperature applications.
MATRIX SYSTEMS: The purpose of the matrix is to hold the reinforcing fibers, transfers external
loads to the fibers. The ability of it to transfer load is known as interface and it is the key to the
strength of the composite structure.
Thermoplastic resins- Use heat to form the part into the desired shape. If the resin is reheated it
can reshape itself. Plexiglas is an example of thermoplastic resin which is used to form light aircraft
windshields.
Thermosetting resins- Uses heat to form the part into the desired shape that is irreversible.
Polyester resin- early form of thermosetting matrix which is used to create nonstructural
applications such as fairings, spinners, and aircraft trim. Polyester resin shrinks when cured which
helps in some ways hurts in ways where warpage can occur where hinges are placed. Using resin
with a smaller shrinkage factor such as epoxy resin helps in these types of situations.
Epoxy resin- Thermoset plastic resin with a two part system consisting of a resin and a catalyst.
The catalyst acts as a curing agent by initiating the chemical reaction of the hardening epoxy. They
have adhesion strength resistance to moisture and chemicals. They can be used to bond nonporous
and dissimilar materials such as metal to composite. Each epoxy composite system is designed for a
specific purpose. A cowling may use an epoxy resin that can withstand high temperatures while and
aileron will require one made to withstand bending stresses. NOT EVERY TYPE OF EPOXY RESIN
IS SUITABLE FOR EVERY TYPE OF STRUCTURE OR REPAIR.
CORE MATERIALS: The central members of an assembly and are used extensively in advanced
composite construction. When made between two face sheets it is called a sandwhich construction.
33
Honeycomb Cores- Provides a core material with very high strength to weight ratio. The
construction of these cores come from aluminum, kevlar, carbon, fiberglass, paper, and steel.
Ribben direction is the direction in which honeycomb can be pulled apart.
Foam Cores- Styrofoam, urethane foam, poly vinyl chloride (PVC), and strux are several common
types of foam cores used in aircraft composite construction. Styrofoam is commonly used on home
built aircraft and should ONLY be used with an epoxy resin. Polyester resin dissolves styrofoam.
Urethane foam can be used with epoxy or polyester resins. It must be cut with normal tools though
and not with a hot wire such as styrofoam can. Subjecting urethane to heat produce a hazardous
gas. PVC foam can be used with either polyester or epoxy resins and cut with a hot wire. Strux foam
is commonly used to build up ribs or other structural supports.
Wood cores- Balsa wood or lamination of hard wood are occasionally used for types of composite
sandwich construction. Wood core materials provide high compressive strength to composite
structures.
k) Composite materials storage practices and shelf life
carbon fiber cut out the area of damaged composite. potting compound is a dent filler or
glue for this repair. cool dry area for storage
The shelf life is the time that the product is still good in an unopened container. The
shelf life will vary from product to product.
l) Composite structure repair methods, techniques, and practices
Resin injection repairs for small delaminated areas are considered temporary repairs.
Delaminated potting repairs may be considered permanent. Minor edge delamination
can sometimes be repaired by injecting resin into the delamination, clamping the edge
and allowing the resin to cure.
or completely replace composite material.
m) Window inspection/types of defects
crack, scratch craze, delaminate.
n) Window material storage and handling
cool dry place away from heating coils radiators or steam pipes since they deform when
heated
Keep fumes found in paint spray booths away from plastics. Keep adhesive papers that
are on both sides of the sheets to protect from scratches out of direct rays of the sun
since deteriorated adhesive paper can bond to the surface making it difficult to remove.
34
o) Window installation procedures
impact windows, held in like doors (pressure) cockpit window little hole in bottom of one
of the windows to equalize pressure between the two windows and is more so for
condensation.
Peel back just enough of the covering to make the installation. Fit the windshield in its
channels with clearance to allow for expansion and contraction. Place the proper
sealing tape around the edges. Place in all screws and back off one turn after tighten.
p) Care and maintenance of windows
scratches or repair marks can sometimes be sanded with light pressure. The surface
is then rinsed with running water. Rubbing compound can then be used to remove the
traces of sanding.
Cleaning- mild soap and running water using bare hands. Once dirt is cleared dry the
surface with a soft clean cloth or tissue and polish it with a windshield cleaner specially
approved for use on transparent aircraft plastics. A thin coat of wax fills any minute
scratches that remain.
Protection- keep the airplane in the hanger and out of direct sunlight. Shade is
recommended if keeping it in the hangar is not possible.
q) Window temporary and/or permanent repairs
just replace. heating problems can be fixed but mostly just replace.
Temporary Repair- using safety wire to lace a crack together through a stop drill hole at
the end of the crack to keep it from continuing. It is kept like this still it is taken to a
location where it can be replaced.
Permanent Repair- This is done only if the damage affects only the appearance rather
than the airworthiness of a sheet. The repair may be done by stop drilling the ends of
the crack and then using a hypodermic syringe and needle, filling the crack with
ethylene dichloride and allowing capillary action to fill the crack completely. Once the
repair has dried, trim the rod flush with the sheet.
r) Maintenance safety practices/precautions for sheet metal, and/or composite

materials/structures, and/or windows
store like they should be stored. windows come with coating on them that's not wax
paper but very thick sticks like tape whole window covered with this you install window
off then take it off.
35
WELDING

TASKS:
a) Flame welding gasses
oxyacetylene, electric arc welding (gas shielded are welding) , electric resistance
welding (mig and tig).
b) Storage/handling of welding gasses
never store oxygen and acetylene tank in same rooms.
c) Flame welding practices and techniques
well vented area, arc welding GOGGLES. googles to prevent ultraviolet. proper
protection.
d) Inert-gas welding practices and techniques
arc welding argon gas helium inert means they don't burn. no oxygen can get to the
weld.
e) Purpose and types of shielding gasses
look in the book
f) Characteristics of acceptable welds
know the difference
g) Characteristics of unacceptable welds
undercut, pot marks, just parrot it back
h) Types of steel tubing welding repairs
fishmouth! rosette welds
36
i) Procedures for weld repairs
j) Soldering preparation, types of solder, and/or flux usage
k) Welding and/or soldering safety practices/precautions
eye protection, gloves etc
ASSEMBLY AND RIGGING

TASKS:
a) Control cable
connects from the control yoke to the control surfaces in a typical elevator control
system, a typical stabilator control system, a typical aileron control system, and a typical
rudder control system except in this system they are connected to the rudder/brake
pedals and not the control yoke.
b) Control cable maintenance
lubricated check for broken strands with cloth soaked in proper grease. cables mostly
fail on pulleys. lock elevator in neutral go along whole cable with cloth now go to cockpit
pull pin out and let go full nose down the cable moves check areas again. failed pulleys
will cause cable failure, fair leads length of able keep cable from flapping. fair leads are
important. swage must be inspected along with control up front inspected and lubricated
c) Cable connectors
swage and nicopess
A cable can be put through sleeves and around a thimble and back through the sleeve
and the sleeve which is the nicopress gets compressed in three sections with the center
section first and the second nearest the thimble.
A cable can be terminated with swaged terminals. A cable is bent at its end and then
inserted into the terminal. A proper swaging tool is used to compress the sleeve into the
cable.
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d) Cable guides
pulleys are used anytime the direction for a control cable changes. A fairlead is run
through to prevent the control cable from making contact with the structure. The cable
can rub on the fairlead but a fairlead may never be used to change cable direction.
When a control cable goes through a pressurized vessel it does so by going through a
pressure seal.
e) Control stops
if stops are out of adjustment can cause damage
f) Push pull tubes
cables push pull and torque tubes. solid rods move control rod moves.
usually made of aluminum these tubes are used on helicopters and many airplanes
instead of using control cables. These tubes have threaded ends and holes in the
threading. If a piece of safety wire can fit through the hole the rod end is not screwed in
far enough. Frequently used to connect cable driven bell cranks to the adjacent control
surface and may provide a simple way of adjusting the control surface travel.
bell cranks are used extensively in push pull tubing systems to change direction of
travel and to gain or decrease the mechanical advantage of the control movement.
g) Torque tubes
on flaps wheel well all the way to outboard flaps.
Some flaps and ailerons are actuated by torque tubes.
Made of heat treated aluminum alloy, they are rotated to lower or raise the control
surfaces.
h) Bell cranks
device used to change direction of motion also have a mech advantage 1 inch movent
can give 2 inch movement depends on bellcrank increase or decrease motion
i) Flutter and flight control balance
If a flight control surface is not in balance it will cause flutter to occur. Flutter is when the
control surface makes quick irregular uncontrolled movements.
Flight control balance is mainly desired on primary control surfaces because secondary
flight controls have a fixed alternate position.
38
verify the static weight balances within a specified range. Too much weight behind or in
front of the hinge line may cause fluttering in the control surface.
With all the mounting hardware and components in the correct places on the control
surface, the control surface is placed on balancing mandrels. The mandrels are placed
under the hinge points in a way that allows the control surface to pivot freely without
dragging or binding.A jig is then installed to determine the moment arm required to
balance the control surface.
If the moment exceeds specifications weight is added or removed as needed so that the
balance beam weight falls within range.
j) Rigging of airplane or rotorcraft flight controls
know how to rig flight controls
Rigging specifications are found in the TCDS. A service manual includes this
information and also details the way to make all of the adjustments to get the required
control surface movement.
All the info needed for rigging is provided by the manufacturer. Rigging and alignment
should be done inside a closed hangar. Nose should be pointed into the wind if this is
not possible. Each of the required inspections for an aircraft must include all checks to
determine whether or not the rigging specifications in the TCDS are met on the aircraft.
k) Airplane or rotorcraft flight controls and/or stabilizer systems
know the different flight controls and how they work, name mechanical flight controls
l) Types of rotorcraft rotor systems
collective and cyclic pitch foot pedals control yaw in helicopter cyclic is pitch
Swash Plate Control System- Control rods transmit collective and cyclic control inputs to the
stationary swash plate causing it to tilt or move vertically. The pitch links attached from the rotating
swash plate to the pitch arms on the rotor blades transmit these movements to the blades.
collective pitch control- When the collective control lever is moved it causes the swash plate
assembly to move up or down on the swash plate support. This causes the rotor blades to all either
increase or decrease pitch angle. As the lever is raised pitch angle increases and lift increases and
vise versa. A correlator and or governor is used to maintain a constant rotor rpm regardless of
collective pitch input.
A correlator is a mechanical connection between the collective lever and the engine throttle. When
the lever is raised power is increased and when lowered power is decreased.
39
A governor is a sensing device that detects rotor and engine rpm and makes the adjustments
necessary to keep the rotor rpm constant. This rpm can be set by the throttle manually beforehand.
Throttle control- used to control engine rpm. It must be done so manually if the correlator fails of if
there is no correlator in that rotorcraft. Same goes for a governor. The governor will maintain the rpm
set by the throttle but if the governor doesn't exist or fails it must be adjusted manually by the twist
grip to maintain rpm
cyclic pitch- Tilts the main rotor disc by tilting the swash plate assembly thus changing the pitch
angle of the rotor blades in their cycle of rotation. Gyroscopic procession takes place so the cyclic
control rods are rigged in such a way that they decrease the pitch angle of the rotor blade 90
degrees before it reaches the direction of cyclic displacement and increases the pitch angle 90
degrees after it passes the direction of displacement. if the cyclic is moved forward the angle of
attack decreases as the rotor blade passes the right side and increases on the left side. Because of
gyroscopic procession, this makes maximum downward deflection in the front and maximum upward
deflection behind it.
m) Rotor vibrations
they must be balanced electronically laser and target identifiable mark
Frequency ranges:
Low frequency vibration- A vibration in which we can feel the beat. May be caused by
either a static or a dynamic unbalance condition or by aerodynamic forces on the rotor.
High-Frequency Vibration- Any vibration that is felt as a buzz. Any component that
turns at a high RPM usually causes them.
n) Rotor blade tracking
rotor blades must track and if it's not it can cause rotor vibration
modern tracking systems either use a strobe light or an infrared light.
For infrared light the light is triggered each time one of the blades passes a pickup that
is mounted on the stationary swash plate.
For a strobe light, a special reflector is installed on the tip of each blade and forms a
distinctive pattern as the strobe illuminates each reflector. If the blades are not in track
the images will not be in a line and will be staggered up or down.
o) Aircraft jacking procedures
look up jacking procedures
p) Jacking safety practices/precautions
people watch aircraft not going to hit anything.
40
AIRFRAME INSPECTION

TASKS:
a) One or more required inspections (under 14 CFR part 91)
annual inspection. 100 hour commercial or flight instruction. a 100 IS an annual but
annual is signed by an IA. do you need an IA for a progressive inspection? NO because
you're under a station license but you have to have an AandP for. progressive
inspection
An inspection for the issuance of an airworthiness certificate
b) Maintenance requirements (under 14 CFR part 43)
A. each person who maintains, performs preventive maintenance, rebuilds, or alters an

aircraft, airframe, aircraft engine, propeller, appliance, or component part shall make an
entry in the maintenance record of that equipment containing the following information:
(1) A description (or reference to data acceptable to the Administrator) of work

performed.
(2) The date of completion of the work performed.
(3) The name of the person performing the work if other than the person specified in
paragraph (a)(4) of this section.
(4) If the work performed on the aircraft, airframe, aircraft engine, propeller, appliance,
or component part has been performed satisfactorily, the signature, certificate number,
and kind of certificate held by the person approving the work. The signature constitutes
the approval for return to service only for the work performed.
c) Inspection requirements (under 14 CFR part 43)
(a) Each person performing an inspection shall—
(1) Perform the inspection so as to determine whether the aircraft, or portion(s) thereof under
inspection, meets all applicable airworthiness requirements; and
(2) If the inspection is one provided for in part 125, 135, or §91.409(e) of this chapter, perform the
inspection in accordance with the instructions and procedures set forth in the inspection program for
the aircraft being inspected.
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(b) Rotorcraft. Each person performing an inspection required by Part 91 on a rotorcraft shall inspect
the following systems in accordance with the maintenance manual or Instructions for Continued
Airworthiness of the manufacturer concerned:
(1) The drive shafts or similar systems.
(2) The main rotor transmission gear box for obvious defects.
(3) The main rotor and center section (or the equivalent area).
(4) The auxiliary rotor on helicopters.
(c) Annual and 100-hour inspections. (1) Each person performing an annual or 100-hour inspection
shall use a checklist while performing the inspection. The checklist may be of the person's own
design, one provided by the manufacturer of the equipment being inspected or one obtained from
another source. This checklist must include the scope and detail of the items contained in appendix
D to this part and paragraph (b) of this section.
(2) Each person approving a reciprocating-engine-powered aircraft for return to service after an
annual or 100-hour inspection shall, before that approval, run the aircraft engine or engines to
determine satisfactory performance in accordance with the manufacturer's recommendations of—
(i) Power output (static and idle r.p.m.);
(ii) Magnetos;
(iii) Fuel and oil pressure; and
(iv) Cylinder and oil temperature.
(3) Each person approving a turbine-engine-powered aircraft for return to service after an annual,
100-hour, or progressive inspection shall, before that approval, run the aircraft engine or engines to
determine satisfactory performance in accordance with the manufacturer's recommendations.
(d) Progressive inspection. (1) Each person performing a progressive inspection shall, at the start of
a progressive inspection system, inspect the aircraft completely. After this initial inspection, routine
and detailed inspections must be conducted as prescribed in the progressive inspection schedule.
Routine inspections consist of visual examination or check of the appliances, the aircraft, and its
components and systems, insofar as practicable without disassembly. Detailed inspections consist
of a thorough examination of the appliances, the aircraft, and its components and systems, with such
disassembly as is necessary. For the purposes of this subparagraph, the overhaul of a component
or system is considered to be a detailed inspection.
(2) If the aircraft is away from the station where inspections are normally conducted, an appropriately
rated mechanic, a certificated repair station, or the manufacturer of the aircraft may perform
42
inspections in accordance with the procedures and using the forms of the person who would
otherwise perform the inspection.
d) Requirements for complying with airworthiness directives
whatever the AD says make sure its the latest revision. faa. gov will have this
AD's are issued to correct unsafe conditions that affect the safety of an aircraft and are
MANDATORY. AD'S CAN REOCCUR
e) Compliance with service letters, instructions for continued airworthiness,

and/or bulletins
service bulletins aren't mandatory but should better damn be done. can become part of
an AD. ICA they are mandatory by law
f) Maintenance record requirements (under 14 CFR part 43)
annual only kept till next annual 100 till next 100. everything transfers to new owner
when aircraft sold
g) Maintenance record requirements (under 14 CFR part 91)
look this and up. you do not have to do 100 hour unless for hire. tour rides flight
instructing if theres flight instructing for free still requires 100 hour. if theres a crash and
you get caught doing for free without telling anyone and theres no 100 hour you are not
insured.
43
AIRFRAME SYSTEMS AND COMPONENTS
AIRCRAFT LANDING GEAR SYSTEMS
TASKS:
a) Landing gear strut servicing/lubrication
Placard will show information for servicing which is located in wheel well. Maintenance
manual.
b) Landing gear steering systems
push pull tubes hydraulics, cable, rudder small aircraft tiller for large aircraft
c) Landing gear retraction/extension systems
hydraulic or electric
d) Landing gear inspection
tread on tires, tire inflation, tire condition, strut damage, proper extension of strut,
manual will tell you what to measure and where for proper extension of strut
e) Brake assembly inspection
wear pins
f) Wheel and tire construction
size ply etc
g) Tire mounting
split rims, always deflate
h) Wheel and tire inspection
i) Wheel bearing inspection
clean it, do not rotate it look at part number and see that its the correct one. very slowly
look at every roller in the bearing. if all rollers are ok look at cage that hole rollers in
place and look at the race of the bearings that might have cracks. right baring cleaned
no burn marks that would be purplish blue no corrosion . pack it with greaser.
44
j) Tire storage, care, and/or servicing
cool dry place
k) Landing gear and/or tire and wheel safety practices/precautions never going to
work on a tire without draining air out of it first. TWA guy cut in half for this
HYDRAULIC AND PNEUMATIC POWER SYSTEMS
TASKS:
a) Hydraulic and/or pneumatic system, and/or system components

functions/operation
A hydraulic system pushes an incompressible fluid through a pressurized system to an

accuator that controlls movement of components on an aircraft which include brakes,
landing gear, flaps, cargo doors, and thrust reversers. A Pneumatic system operates
under the same principles only using compressed air. Pneumatic systems can also be
used as an alternative in case a hydraulic system fails, can be used for de-icing, and
provide a positive air pressure in the cabin for flight at high altitudes.
(what type of hydraulic pumps are there? positive displacement and variable. pressure
regulator, pressure relief valve, lockout allows only so much fluid, debooster lowers
pressure and gives more volume for brakes. accumulator)
b) Servicing, function, and/or operation of accumulators
bleed system down then fill accumulator to its air charge
c) Types of hydraulic/pneumatic seals and/or fluid/seal compatibility
o rings packings
d) Hydraulic/pneumatic seal maintenance procedures
replaces them
e) Types of hydraulic/pneumatic filters and/or filter operation
micronic,cuno and metal mesh
45
f) Filter maintenance procedures
Micronic filters (Folded paper element) are replaced rather than cleaned periodically
IAW manufacturer's instructions. Woven wire mesh filters have differential pressure
indicators that indicate when the wire mesh filters need to be replaced. (replace/clean
micronic replace)
g) Pressure regulators and valves
PR regulates pressure
h) Servicing hydraulic and/or pneumatic systems
i) Types/Identification and/or characteristics of various hydraulic fluids used in

aircraft
5606, skydrol, fluids cannot be interchanged
j) Hydraulic/pneumatic system safety practices/precautions
wear protective clothing when working with hydraulics
CABIN ATMOSPHERE CONTROL SYSTEMS
TASKS:
a) Exhaust heat exchanger and/or system components function, operation, and/or

inspection procedures
Leaking-death (transfer and adjust by flap valve to bring temperature down. air cycle
machine air coming in 70 below goes through heat exchange)
Exhaust Shroud Heaters use exhaust heat exchange to warm the cabin.
Cold air is taken into a shroud that is installed around a muffler. The exhaust gas gives
off heat to the ambient air in the shroud which then gets routed into the cabin through a
heater valve. This valve is opened when the heater is on. If the heater isn't on the air is
directed overboard instead.
46
Shrouds should be removed and exhaust pipes and mufflers inspected in order to
prevent leaks in the exhaust system.
b) Combustion heater and/or system components, function, operation and/or

inspection procedures.
The combustion heater uses engine fuel to heat ram air, which heats the cockpit.
Combustion air system:
Scoop - used to take outside air to be used in the combustion process
Combustion air blower - forces air into the combustion chamber when there is insufficient ram air.
Combustion air relief valve - prevents too much air from entering heaters as air pressure
increases.
Fuel system:
Constant pressure pump - Pressurizes the fuel taken from the fuel system before the fuel goes
through a filter
Solenoid valve- controls the fuel flow and can be turned off by the overheat switch, limit switch or
pressure switch. A second Solenoid valve is controlled by the cabin thermostat and shuts fuel off
before it enters the combustion chamber.
Ventilation Air System:
Heater- where ram air enters from outside the aircraft
Combustion chamber- Ram air flows around this point and picks up heat from the combustion
process. The pressure inside the combustion chamber is smaller than the ventilating air pressure so
that if a crack occurs air will move into the combustion chamber rather than air from the combustion
chamber entering the ventilation system.
Ventilating fan- operates when aircraft is on ground to provide airflow. If the aircraft is airborne a
switch in the landing gear turns the ventilating fan off and all airflow is provided by ram air.
Controls:
Cabin heater switch- starts the combustion heater when turned on.
cabin thermostat- adjusted for desired cabin temperature
fuel pump- Starts once the cabin heater switch is turned on.
47
combustion/ventilation air blowers- start once the cabin heater switch is turned on.
Ignition coil- able to supply current to the igniter plug once a pressure switch is tripped from enough
air being moved by the combustion air blower.
Fuel supply solenoid valve- opens to allow fuel to get to the heater.
Second fuel solenoid valve- Used when the thermostat requires more heat for the cabin, it opens
and fuel sprays into the combustion chamber and burns. When the desired heat is met the
thermostat contacts open and de energize the fuel solenoid valve. As the ventilating air cools the
combustion chamber the thermostat calls for more heat and the cycle repeats.
Maintenance and inspection
The fuel filter should be cleaned regularly, Spark plugs should be cleaned and gapped at
recommended intervals, and the entire system checked for fuel or exhaust leakage. This system
should be inspected in accordance with the recommendations of the aircraft manufacturer.
c) Vapor-cycle system and/or system components operation, servicing and/or

inspection procedures.
air conditioning you change them if need fixing check for fluid leaks
Vapor cycle air conditioning runs under the principle of latent heat where The heat put into a material
changes its state without changing its temperature. Heat from the cabin is absorbed and the
refrigerant turns from a liquid to a vapor in this process.
Evaporator- The evaporator removes heat from the cabin air and transfers it to the refrigerant
flowing through the evaporator coils. It is the cooling point in the system and consists of one or more
circuits of copper tubing between the expansion valve and compressor. It is usually mounted in a
housing with a blower that forces cabin air over the evaporator coils to have the heat removed
before the now cooler air returns to the cabin. .
Compressor- Refrigerant enters here from the evaporator as a low pressure low temperature vapor.
Circulates the refrigerant through the system. The compressor provides the energy necessary to
operate the system. The gas leaving the compressor is at a high temperature and pressure. It is belt
driven on small aircraft and on large aircraft is driven by electric or hydraulic motors.
Condenser-Hot high pressure vapors from the compressor enter here. Heat from the refrigerant is
transferred to the cooler air flowing over the condenser coils. With this heat removed the refrigerant
becomes liquid again.
Receiver Dryer- Liquid refrigerant enters from the condenser. It is the reservoir for the system. It
removes moisture from the system through the use of filter pads and desiccant (silica gel)
Thermal Expansion Valve- Liquid refrigerant comes here from the pickup tube in the receiver dryer.
48
Meters the correct amount of refrigerant into the evaporator. The heat in the cabin controls the
opening in the valve. More refrigerant will be distributed if more heat must be absorbed.
d) Air-cycle system and/or system components operation and/or inspection

procedures
cannot run without turbine engine. The air cycle system utilizes bleed air from the turbine engine to
heat and cool air for cabin air conditioning.
Shutoff valves often called pack valves are used to control the flow of air into the system.
Primary heat exchanger- cold ram air passes to cool hot bleed air from the engines.
Air Cycle Machine - Compressor and turbine which raises pressure and temperature of air from
primary heat exchanger when it goes through the compressor portion. When it goes through the
turbine section This air is used work to drive the compressor and being used as work as well as
expanding causes the decrease in pressure and a very large decrease in temperature.
Secondary Heat Exchanger- provides an additional stage for cooling the bleed air after it has
passed through the compressor of the ACM. Same operation as primary heat exchanger. The
increased pressure from the ACM is still maintained here.
Bypass valve- some or all of the hot bleed air can bypass around the air cycle machine with this
valve when warm air is needed.
Refrigeration bypass valve - allows warm air to pass around the ACM and mix with the output
ACM air to keep the temperature from becoming too cold. This prevents water from freezing in the
water seperator.
Water Separators- Water coalesces in a fiberglass sock and forms large drops of water which are
slung to the sides of the container by centrifugal force caused by the swirling motion of the air
through the louvers shape. The water drops are carried overboard through a drain valve. A
temperature sensor in the outlet of the separator controls the refrigeration bypass valve.
e) Cabin pressurization and/or system components operation and/or inspection

procedures
cabin pressure control does how outflow valve works if it sticks. how do you adjust outflow valve,
cabin pressure controller?
Air for Cabin Pressurization comes from either the compressor section of a jet engine, the
turbosupercharger, or from an auxiliary compressor.
Pressurization air for smaller piston engine aircraft is provided by bleed air from the engine
turbochargers.
Pressurization is accomplished by flowing more air into the cabin than is needed. Air that leaks out is
49
either uncontrolled and leaks through doors, window seals, and other openings while controlled
leakage flows through the outflow valve and safety valve.
Pressurization systems have cabin altitude rate of climb and pressure differential indicators.
The cabin pressure is set at the control panel in the cockpit and controlled by the outflow valve.
The safety valve is similar and functions as a backup to the outflow valve and to dump pressurization
when the wheels are on the ground.
Outflow and safety valves are normally activated by pneumatic regulators using variations in air
pressure.
f) Types of oxygen systems and/or oxygen system component(s) operation
Gaseous, Liquid, and chemical oxygen systems.

Masks - deliver the oxygen
Pressure relief valves prevent failure (backup)
Continuous flow regulators (has barometric pressure control is automatic)

Regulators TYPES: DILUTE, CONTINUOUS FLOW, PRESSURE- pressure required
Diluter demand regulators have a pressure reducer;

Until the pressure inside the regulator is decreased due to inhalation the demand valve shuts off all
flow of oxygen to the mask. LOW ALTITUDE- DILUTED OXYGEN, NORMAL CABIN AIR
HIGH ALTITUDE - OXYGEN PASSAGE OPENS, AIR PASSAGE CLOSES.
This regulator dilutes oxygen supplied to the mask with air from the cabin. Air from the cabin enters
through the inlet air valve and passes around the air metering valve. At low altitude air inlet passage
is open and passage to the oxygen demand valve is restricted so mostly air from cabin is whats
received. At higher altitudes The barometric control bellows expands and opens the oxygen passage
while closing off the air passage. At 34,000 feet the air passage is completely closed and only pure
oxygen is breathed in. On the regulator in case of ever smoke in the cabin or for any other reason,
there is an oxygen selector which can be moved from normal position to the 100% position Pressure
Demand regulators operate the same way as diluter demand regulators except at extremely high
altitudes where the oxygen is forced into the mask under a positive pressure. In this altitude oxygen
flows into the lungs without any effort at all but muscle effort is needed to force air out of the lungs.
Masks deliver oxygen to the user either as a continuous flow or demand type. Continuous flow
continuously feeds oxygen to the mask while the demand type has a regulator that limits it.
For liquid oxygen systems the only difference is the supply. When the supply valve of the regulator is
turned on LOX flows from the container into the supply evaporator coil where it absorbs heat and
turns into gaseous oxygen. If, for any reason excessive pressure should build up in the system it will
vent through one of the relief valves.
Chemical oxygen systems use chemical oxygen generators also called oxygen candles. When an
igniter actuates and starts the candle burning The sodium chlorate decomposes and produces
oxygen by this chemical action.
50
g) Oxygen system maintenance procedures
wash everything, oxygen bottles are dangerous if dropped.
All oxygen servicing should be done outdoors or at least in a well ventilated area of the hangar.
Cylinders should be removed
all electrical work suspended.
When testing for leaks use a non oily soap solution. This solution when spread over every fitting and
place leaks can occur will show the presence of bubbles when a leak is occurring.
check the faring to be torqued correctly. If the fairings are torqued correctly and there is still leaking,
the fitting must be removed and the sealing surfaces examined for damage.
Drain the oxygen system.
When filling an oxygen system the cylinder having the lowest pressure should be used first. The
valve on the cylinder should be opened slightly to purge all moisture, dirt, and air from the line. When
the line from the aircraft filler valve is connected to the cylinder the valve on the cylinder should be
opened slowly. When the pressure in the aircraft system and that in the cylinder with the lowest
pressure stabilizes and there is no more flow this new pressure should be recorded and the cylinder
valve closed. The next lowest pressure cylinder is filled until all the cylinders in the aircraft system
are brought up to the required pressure. when purging the system oxygen should be allowed to flow
through the mask for 10 minutes in a continuous flow system. In a Diluter demand and pressure
demand system the regulators should be placed in the emergency position and allow oxygen to flow
for about 10 minutes. This is done before cylinders are filled to the required pressure. Some Liquid
oxygen systems that are permanently installed are serviced with the service cart attached to the filler
valve, and liquid oxygen is forced into the system until liquid runs out of the vent line. Some liquid
oxygen systems have quick disconnect mounts for the converters so the empty converters can be
removed from the aircraft and replaced with a full one which is a much easier and safer form of filling
a liquid oxygen system. Tubing/fittings should be made sure to be clean of oil, trichlorethylene can
be used to clean the tubing and fittings. pipe threads can be lubricated with oxygen compatible
lubricant. Before any tubing or fitting is replaced the part must be thoroughly cleaned and inspected
for evidence of corrosion or damage and degreased with vapor degreaser or ultrasonic cleaner. The
new line should be flushed with solvent and dried with dry air or nitrogen. When the part is dry close
them with properly fitting protective caps or plugs. NEVER USE TAPE.
51
AIRCRAFT INSTRUMENT SYSTEMS

TASKS:
a) Magnetic compass operation
b) Magnetic compass swinging procedures
c) Gyroscopic instrument(s) purpose and operation
d) Vacuum/pressure and/or electrically operated instrument system operation
e) Vacuum/pressure and/or electricity operated instrument system maintenance

procedures
f) Pitot and/or static instruments purpose and operation
g) Pitot and/or static system operation
h) 14 CFR parts 43 and/or 91 requirements for static system checks
i) Aircraft instrument range markings
52
COMMUNICATION AND NAVIGATION SYSTEMS
TASKS:
a) 14 CFR part 91 emergency locator transmitter (ELT) maintenance requirements
The batteries in the ELT must be replaced or recharged at specific intervals as required
by the FAR's. The ELT should be tested with the antenna disconnected or shielded to
prevent the transmission of emergency signals into the air. IF this cannot be done, it is
still permissible to test the ELT, but only during the first five minutes of the hour and for
three audio sweeps maximum. test that it works good what else is there, battery, even if
its fully charged it must be changed every 24 calendar months. usually a placard on it,
most are in tail of plane. Satellite senses a plane crash from battery.
b) 14 CFR part 91 ELT record keeping requirements
handle it like an ad (recording the date, total time, method of compliance, time and date
of next action required, name, signature, and certificate number of the individual
performing the actions must be included)
c) Checking/inspecting coaxial cable
manufacturer manual or 43.13. identify them properly at both equipment power source
ends when replacing them. Inspect for kinks, dents, or if it is crimped. These issues may
cause electrical interference.
d) Coaxial cable installation and/or routing requirements
electrical always above fluid lines. coaxial on ceiling. Coaxial cable is usually terminated
in a BNC connector. Proper installation of the connector provides a shielded installation
that meets the stringent requirements of electronic installations.
e) Communication and/or navigation systems commonly used
VHF an HF for communications, ADF, VOR, DME, GPS, Transponder, ILS system
(Glideslope, localizer, Marker Beacon) for navigation.
f) Proper installation of a com/nav radio in an existing radio rack
inspect security of rack mount without putting it in, functional and operational check
must be done.
53
g) Means of identification of commonly used communication and/or navigation
antennas
AC43.13
VOR antenna has two types which are the half wave dipole and the balanced loop type.
The half wave dipole has a figure eight shaped reception pattern and has two metal
rods in the shape of the letter v. It is installed on the aircraft vertical fin or on top of the
fuselage. There are three types of balanced loop antenna which are the open loop towel
bar, the blade and the internal mount. These antennas come in two halves that are
mounted on opposite sides of the vertical fin of airplanes. Small aircraft will get localizer
signals from VOR antenna however on air carrier jets and similar aircraft a seperate
localizer is installed on the inside of the radome of the nose section of the aircraft.
Glideslope transmitters can be received on VOR antenna. This is used in single engine
aircraft. Other airplanes often use a V shaped glideslope antenna. When a seperate
glideslope is installed it needs to be located on the front of the aircraft to prevent
interference form the fuselage. The loop type glideslope can be installed either
externally or internally on the foward part of the aircraft. The dipole glideslope antenna
is designed to be installed inside the radome Marker Beacon antennas will be located
on the belly of the aircraft. HF antennas can be mounted on the vertical stabilizer or on
a wing tip for older air carrier jets and even inside the vertical stabilizer for later model
air carrier jets.
h) autopilot system basic components and/or sensing elements
flight director, servo, amplifier/computer, sensors
i) static discharger function and operation
Static dischargers are used to dissipate P-static from the aircraft that could potentially
cause radio interference.
j) static discharger maintenance procedures
Inspect the static wick and remove any pieces of the fabric braid as needed. Once this
is done cut enough insulation away to maintain the 1 inch length of fabric braid past the
end of insulation. Check to make sure there is no corrosion on or around the static wick.
Check to make sure it is secured properly.
54
AIRCRAFT FUEL SYSTEMS
TASKS:
a) Fuel system strainer servicing
shut fuel off take strainer apart take filter out replace put together perform leak check.
must put leak check no leaks found.
Drain fuel from main strainer to examine fuel for presence of any water or solid particles
that could of condensed as well as drain the strainer housing for built up contaminants
or water.
b) Construction characteristics of one or more types of fuel tanks
bladder- Bladder tanks can be used on small and large aircraft and are made of
neoprene impregnated cloth that is snapped or laced into the fuel cell cavity in the wing
of the airplane.
integral/wet wing - A tank made from a sealed off portion of the wing. It occupies the
leading edge portion of the wing from front spar forward and is sealed at both ends and
all along the spar with two part sealant. It makes up the bulk of the leading edge
structure meaning it is a part of the wing itself.
Welded or Riveted- Used on older aircraft, smaller fuel tanks are made of thin sheet
steel coated in lead and tin which is called terneplate. Solder is sweated into the seams
to make leak proof joints. As for larger fuel tanks they are usually made of aluminum
alloy and are riveted together with soft aluminum rivets. Seams get torch welded. They
are supported in the aircraft structure by hold down straps and some more modern
airplanes use part of the leading edge for the fuel tanks.
55
c) Fuel tank maintenance procedures
seal tanks, make sure little moisture as possible in fuel tanks. tank vent line is ALWAYS
working.
Maintenance procedures must prevent leaks and faults that cold result in fuel starvation
or fire.
Determine whether leaks are present whether its internal or external. Internal leaks are
detected by observing the pressure gauge and operating the selector valves. Leaks that
are external are easier and can be found by carefully examining the plumbing, clamps,
gaskets, and supports at each inspection period. Leaks can be visually seen that are
external by wet spots or new stains and the presence of fuel odor.
Replace gaskets seals and packings and make sure the new ones are clean. These
new parts should never be put in if the shelf life has exceeded.
ANY fuel system that doesn't contain fuel is unairworthy
Welded Fuel Tanks- If its cracked and leaks drain it and remove it form the aircraft to
be welded. The tank must be purged of all explosive fumes by steam cleaning Let
steam flow from the bottom and let it flow out the top for about an hour. When welding
the tank use flux to remove corrosion in the weld area and test with soap and water to
check for any leaks.
Soldered Tanks - Replace due to rest if it is more economical then a repair.

Maintenance for soldered tanks is the same for welded tanks.
Bladder tank- to prevent cracks anytime this tank needs to be empty wipe the inside
with clean engine oil. Usually for a bladder tank that is damaged it just gets switched out
with a new one.
Integral fuel tanks- Check for leaks in sealant and any leaks from sealant, external or
internal leaks are just as bad and in need of repair. When a repair is needed for a leak
in sealant drain and purge it with either argon or carbon dioxide until a vapor detector
shows the tank is free of explosive vapors and safe to repair. Remove the old sealant
using acceptable materials such as aluminum wool, gray or maroon scotchbrite pads,
cotton cleaning cloths and approved solvents. After the sealant is removed vacuum out
the debris and clean the area with clean cloth and an approved solvent before testing
for leaks again with the new sealant thats applied
56
d) Fuel line routing/installation requirements
below electrical lines
Fuel lines should be made of stainless steel rather than the usual aluminum alloy if they
are routed through wheel wells and or engine compartments for protection against
abrasion or heat. Flexible fuel lines in the engine compartment may require a fire
sleeve.
It is NEVER permissible to clamp a wire bundle to a fuel line
NEVER pull a fuel line into place by the fitting
There must always be at least one bend in rigid tubing between fittings for slight
misalignment of the ends for vibration and for expansion/contraction caused by
temperature changes.
Electrically bond all metal fuel lines by using bonded cushion clamps.
To avoid them being stepped on or damaged by baggage route them along th sides or
top of compartments
e) Hazards associated with fuel system maintenance
leaks of course, fires, with fuel system maintenance, make sure system is
depressurized keep fuel in containers when it comes out.
static electricity- Even small things like fuel moving around when fueling the aircraft can
generate static and its necessary to diminish any chance of this static build up turning
into a spark. to do this bonding and grounding all fueling system components together
with static wires and waiting for all the charge to dissipate before starting the fueling
procedure will certainly prevent any spark from occuring.
Using the wrong type of fuel when refueling! HUMAN ERROR.
AVGAS 80 = RED
AVGAS 100 = GREEN
AVGAS 100LL = BLUE
JET A, JET A-1, JET B = COLORLESS OR STRAW
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f) Types, characteristics, and/or operation of fuel systems and/or components
thereof
shutoff valve. any airplane must have a shutoff valve. click it to off you se lowest part
of fuel system and put a sump tool untill it stops so now you know its off. in any airplane
you must know where the valve is. engine driven pumps, boost pumps.
Gravity feed systems - used on small high wing single engine planes, this system uses
two fuel tanks on either wing. The two tanks are connected to a selector valve which
allows no fuel fuel from one tank or fuel from both tanks. There is a vent that goes from
the space above the fuel to the outside of the plane normally through the underside
where fuel siphoning is minimized. Once fuel moves past the selector valve it goes
through a strainer and passes to the carburetor inlet for fuel and air mixture. Fuel for the
primer is also taken from the strainer. The fuel primer is used to draw fuel from the
tanks to vaporize fuel directly into the cylinders prior to starting the engine. This can
help immensely when starting the engine in cold weather conditions. In a gravity feed
system the tanks are placed above the carburetor and because of this gravity is what
feeds the fuel to the carburetor which is why this system is called the gravity feed
system.
Pump Feed system- On low wing airplanes gravity cannot be utilized for the fuel
system so an engine driven and/or electric pump is used instead. The selector valve in
this setup DOES NOT have a setting for both tanks since it would pull air from an empty
tank rather than fuel from a full tank. After the selector valve fuel goes through the
strainer and into the electric fuel pump. The engine driven pump is what supply's the
fuel and the electric pump supplies fuel when starting the engine and as backup in case
the engine driven pump fails.
High wing airplane Fuel Injection System- Teledyne continental full injection system
uses both gravity feed and electric vane type pumps.This system returns any excess
fuel to the selector valve. This fuel gets brought back to the tanks and contains any
vapors that could block the system. Purging all of these vapors stops them from causing
potential problems to the engine.
Wing tanks- contain the fuel and distribute the fuel through gravity in two feed lines into
the reservoir.
Accumulator (reservoir)
selector valve- directs fuel from the desired accumulator tank to the engine and also
directs fuel vapor back to the selected reservoir tank which returns to the wing tank.
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Electric auxiliary fuel pump picks up the fuel at the discharge of the selector valve
and forces it through the strainer to the inlet of the engine driven fuel pump.
Engine driven fuel pump- sends fuel to the fuel injection control unit and takes back
excess fuel
Fuel injection control unit- Distributes fuel needed for the engine to the cylinders and
returns all excess fuel to inside of pump and some of the fuel which as vapor gets
returned to the selector valve through the fuel return check valve.
The RSA fuel injection system- Uses the crossfeed method of distributing fuel which
means any engine can get fuel from either wings tanks. Other than not having an
engine driven fuel pump the RSA fuel injection system runs under the same principles
as the teldyne continental fuel injection system.
Jet Transport Fuel System- 3 tanks hold the fuel for the 3 engines. tank no. 1 and tank
no. 3 are integral tanks while a fuselage tank holds bladder type fuel cells. Each of the
wing tanks and the fuselage tank has boost pumps and the system runs through
crossfeed as needed. fuel may be dumped in flight by opening a fuel dump valve in the
wing tip. These systems also work along with a fuel jettison system.
Helicopter fuel system- The fuel system for a light turbine powered helicopter is simple
since it has only one fuel tank that is usually located on the center of gravity
Boost pump- connected so that their outlet ports join to form a single line to the engine.
Either pump is fully capable of supplying sufficient fuel to operate the engine.
Check valve- installed on the outlet of each pump they control the flow of fuel from
using a return path.
Pressure switch- located at the outlet port of each pump they will illuminate the FUEL
BOOST CAUTION LIGHT when a pump failure occurs.
Shut off valve- installed in the fuel line running from the tank to the engine.
Filter- fuel is filtered twice before entering the engine and each filter is equipped with a
warning light for indication of clogging.
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g) Characteristics, and/or operation of fuel jettison systems and/or components
thereof.
TCDS to see if maximum takeoff weight is higher then maximum landing weight.
Fuel jettison system is used to dump fuel to allow landing weight to be achieved as well
as dumping fuel to keep balance. A fuel dump limit valve is installed that will shut off the
flow if pressure drops below what is needed to supply the engine and it will also shut off
the dump valve when the thank gets down to the preset dump shutoff level.
AIRCRAFT ELECTRICAL SYSTEMS

TASKS:
a) Factors to consider when selecting wire size for an aircraft circuit
circuit voltage, Wire length, amps
b) Routing and/or installation of electric wire or wire bundles
above fluid lines. clamp on both sides of bulkhead one of the clamps broke and wire
was chafing. blew up septic tank and blew the plane up.
c) Wire splicing
kept to a minimum and avoided completely in areas of high vibration. splices in bundles
should be staggered with no more than one splice in any one segment of wire.
d) Use of derating factors in switch selection
To select the proper nominal switch rating when the continuous load current is known.
These factors can also be used to determine the continuous load a particular switch can
handle.
e) Requirements for circuit protection devices
never use an auto reset breaker. if it popped never reset breaker unless your
troubleshooting a system
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f) Voltage regulatorpurpose and operating characteristics
regulate the field voltage.
g) Lighting and/or lighting system components
circuit breakers wires switches bulbs, strobe lights (CLEAN GLOVES)
h) Electric motor operation and/or motor components
i) Constant speed drive (CSD) and/or integrated drive generator (IDG) systems
and/or system components
generator turning at same speed.
j) Airframe electrical system components
switches lightbulb wires clamps
k) Wiring defects and/or inspection wire pulled out of connector cracked

insulation,cannon plug defects.
POSITION AND WARNING SYSTEM
TASKS:
a) Anti-skid system basic components
test switch, transmitter, and indicator
Wheel Speed Sensor- detects a change in the rate of deceleration and sends a signal for the
pressure to be released before the wheel gets deep into a skid. There's an ac and a dc wheel speed
sensor. The ac wheel speed sensor is a VR sensor in the axle of the landing gear that uses a
permanent magnet surrounded by a pickup coil. This sensor has four poles with teeth cut into their
periphery. There's a soft iron exciter ring with internal teeth mounted in the hubcap of the wheel and
rotates around the sensor. The movement of the teeth coming closer and then father apart causes
the reluctance of the magnetic circuit to alternate and this causes the amount of flux cutting across
the pickup coil to change and induces an alternating current in the coil. The faster the wheel turns
the higher the frequency of the induced current. The DC sensor is essentially a small permanent
magnet which produces a voltage output directly proportional to the rotational speed of its armature.
The output voltage is what the control unit will detect in order to control the position of the control
valve.
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Control Valves- Control valves are a three port valve located in the pressure line between the brake
valve and the brake cylinder with the third line connecting the control valve to the system return
manifold. serves only as a passage and allows the brake fluid to flow into and out of the brake when
in normal operation. When deceleration happens fast enough to cause a skid the control unit detects
a change in the voltage of the wheel speed sensor. The control valve receives a dc signal from the
unit which closes off the pressure port and opens the passage between the brake and the system
return. The valve maintains an output pressure that is directly proportional to the amount of signal
current from the control unit. When the signal from the control unit indicates braking action is normal,
the dc signal from the control unit flows through a coil around the armature of the flapper valve and it
is held centered between the nozzles. The fluid will flow equally from each nozzle and the second
stage spool valve will be in a position that allows free passage between the brake valve and the
brake. When an impending skid is sensed from the wheel speed sensor, current is sent through the
coil of the armature to cause the flapper to pivot and unbalance the flow from the nozzles. This
imbalance of pressures moves the second stage spool over shutting off the flow of fluid to the brake
and opening a passage from the break to the return manifold.
Control unit- Used to generate electrical signals usable by the control valve, to regulate brake
pressure to prevent a skid during landing deceleration, and to prevent application of brake pressure
prior to touchdown. The locked wheel detector sends a signal into the amplifier, which causes the
control valve to open the passage between the brakes and the system return manifold. This prevents
the pilot from landing with the brakes applied. On touchdown the squat switch removes the ground
from the locked wheel arming circuit and the wheel speed sensor generates a signal which allows
the control valve to send full pressure to the brakes.
b) Anti-skid system operating characteristics
release a brake thats starting to skid
c) Takeoff warning system basic components
Warning light and or aural warning sound in the cockpit from horn.
d) Takeoff warning system function and operation
Activates when a thrust lever is advanced to take off power position from the ground
with a number of components not set properly, such as the stabilizer trim not properly
set, trailing edge flaps are not in the correct position, any leading edge devices are not
properly set, or the speed brake is not properly stowed. The warning signal stops when
all monitored devices are properly set.
e) Control-surface trim indicating system basic components and/or operating

characteristics
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f) Landing gear position indicators
Landing gear position indicators are located on the instrument panel adjacent to the
gear selector handle. They are used to inform the pilot of gear position status. There are
many arrangements for gear indication. Usually, there is a dedicated light for each gear.
The most common display for the landing gear being down and locked is an illuminated
green light. Three green lights means it is safe to land. All lights out typically indicates
that the gear is up and locked, or there may be gear up indicator lights. Gear in transit
lights are used on some aircraft as are barber pole displays when a gear is not up or
down and locked. Blinking indicator lights also indicate gear in transit. Some
manufacturer's use a gear disagree annunciation when the landing gear is not in the
same position as the selector. Many aircraft monitor gear door position in addition to the
gear itself. Consult the aircraft manufacturer's maintenance and operating manuals for a
complete description of the landing gear indication system.
g) Flap position indicators
The position pickup, or transmitter is tapped at each 120 degree position and is
connected to a coil in the indicator that is wound on a ring shaped core. The indicator
always aligns with the wiper arms. The wiper arms are moved to come in contact with
any of the 3 positions by the input shaft.
The autosyn type alternating current remote indicating system employs two delta wound
coils. These coils align with each other: one of them attached to an input shaft and the
other to a remote pointer. Whatever position is being monitored physically moves the
rotor of the transmitter. This could be for flap position as well as landing gear, or oil or
fuel quantity.
A magnesyn system is another indicating system for control surfaces such as flaps. The
basic difference between an autosyn and a magnesyn system is in the rotor. The
magnesyn system uses a permanent magnet for its rotor rather than the electromagnet
used in the autosyn system.
h) Landing gear warning system basic components and/or operating

characteristics
electrical switches and mechanical devices
landing gear, landing gear position lights. Red lights which indicate that the gear isn't in
a safe position. Flap and thrust lever position is what the warning horn relies on to
inform when the gear is not down and locked if it should be.
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i) Checking and/or repairing a landing gear warning system
j) Types of stall warning/lift detector systems and/or operating characteristics
Electric stall warning- A small vane is mounted near the stagnation point in the leading
edge of the wing. When the angle of attack increases the stagnation point moves down
until the airflow over the vane is upward. This vane is blown up which causes the switch
to be closed and illuminate the red light and or sound the warning horn.
Non Electric Stall warning- The inlet of a small reed type horn is located on the leading
edge of the wing near the stagnation point. As the angle of attack increases, the low
pressure air traveling over the wing moves into an area where the reed inlet is located
causing it to sound. The point where a stall can occur is detected by the change in pitch
of the horn.
K) Common annunciator system indications
l) Mach warning system indicator(s) and/or operating characteristics
Aural warning that sounds any time the maximum operating speed is exceeded. Test
switches allow this system to be Ops checked at any time and the system operates from
an internal mechanism inside the mach airspeed indicator.
ICE AND RAIN CONTROL SYSTEMS
TASKS:
a) Aircraft icing causes/effects
b) Ice detection systems
c) Anti-ice and/or deice areas
d) Anti-ice and/or deice methods commonly used
e) Checking and/or troubleshooting a pitot-static anti-ice system
f) Anti-icing and/or de-icing system components/operation
g) Anti-icing and/or de-icing system maintenance
h) Types of rain removal systems and/or operating characteristics
64
FIRE PROTECTION SYSTEMS
TASKS:
a. Fire and/or smoke detection system(s) or system components.
b. Fire extinguishing system(s) and/or system components.
c. Fire and/or smoke detection system operating characteristics.
d. Fire extinguishing system operating characteristics.
e. Determining proper container pressure for an installed fire extinguisher

system.
f. Maintenance procedures for fire detection and/or extinguishing system(s)

and/or
system component(s).
g. Inspecting and/or checking a fire detection/overheat system.
h. Inspecting and/or checking a smoke and/or toxic gas detection system.
i. Troubleshooting a fire detection and/or extinguishing system.
65
ENGINE THEORY AND MAINTENANCE
TURBINE ENGINES
Objective: To determine that the applicant:
TASKS:
a. Turbine engine theory of operation.
Brayton cycle, read through chapter, compress
b. Checks necessary to verify proper operation.
engine compression ratio, egt.
c. Turbine engine troubleshooting procedures.
epr egt tit
d. Procedures required after the installation of a turbine engine.
trim the turbine engine. part power check
e. Causes for turbine engine performance loss.
dirty compressor, compressor failure. turbine failure (dented turbine blades) burner
failure.cans can crack.
f. Purpose/function/operation of various turbine engine components
inlet cowling, compressor, burner, turbine
g. Turbine engine maintenance procedures.
r and r. compressor cleaning, APU cleaned.
66
ENGINE INSPECTION
TASKS:
a. The use of a type certificate data sheet (TCDS) to identify engine accessories.
what brakes can be used
b. Requirements for the installation or modification in accordance with a

supplemental type certificate (STC).
stc usually with 337 form because its gonna be a modification.
c. Procedures for accomplishing a 100-hour inspection in accordance with the
manufacturer’s instruction.
dont have a checklist? Far 43 appendix b.
d. Compliance with airworthiness directives.
look at ad shows when to comply
e. Changes to an inspection program due to a change or modification required by
airworthiness directive or service bulletin.
ad must be included that it was accomplished in inspection program
f. Determination of life limited parts.
g. Inspection required after a potentially damaging event, including but not

limited to any of the following: sudden stoppage, over speed, or over
temperature.
crankshaft run-out, overspeed, remove turbine engine with over temp. Internal damage.
67
ENGINE SYSTEMS AND COMPONENTS
ENGINE INSTRUMENT SYSTEMS

TASKS:
a. Troubleshoot a fuel flow and/or low fuel pressure indicating system.
is engine running or not running bad pump electric pump relief valve in engine pump
bad gauge transmitter. start engine up turn on electric pump. goes up to 7 need 5 - 7psi.
bad valves shut off engine valves see if engine shuts off.
b. The operation of a fuel flow indicating system and where it is connected to the
engine.
engine driven pump and metering system transmitter for this system will be there.
c. The operation of a temperature indicating system.
thermocouple
d. The operation of a pressure indicating system.
a line from fuel pump with a unit there with a ball in the middle. The line comes from the
engine filled with machine oil. Entire line is filled with machine oil goes up to gauge.
Worse case scenario some oil gets in and ball stops fuel from getting in.
e. The operation of an RPM indicating system.
electric rpm sensors.
f. Required checks to verify proper operation of a temperature indicating system.
look at book normal temperature range. is gauge properly marked.
g. Required checks to verify proper operation of a pressure indicating system.
start engine up boost pump on just verified. 5-7 psi.
h. Required checks to verify proper operation of an RPM indicating system.
how do you know tach is reading right? strobe light.
68
i. The operation of a manifold pressure gage and where it actually connects to an
engine.
barometer hooks on induction manifold.
ENGINE FIRE PROTECTION SYSTEMS

TASKS:
a. Checks to verify proper operation of an engine fire detection and/or

extinguishing system.
power up airplane and hit test button and fire light visual and oral go off. know the
system
b. Troubleshoots an engine fire detection and/or extinguishing system.
light bulb out horn broke wires gone circuit breakers pulled. step by step in paperwork.
c. Inspection requirements for an engine fire extinguisher squib and safety
practices/precautions.
cannon plugs off and cannon with no wires that grounds. make sure bottle is safe.
d. Components and/or operation of an engine fire detection and/or extinguishing
system.
lights up red horn goes off when fire. pulls number 1 engine turns horn off press button
bottle dis charges in engine. Transfer switch for when fire comes back discharges bottle
to engine and that's it. pulling number 1 engine off cuts off fuel and electric to the
engine.
e. Engine fire detection and/or extinguishing system maintenance procedures.
test them every day visual inspection of fire bottle itself bottle comes off about every 5
years go for hydrodynamic test.
69
ENGINE ELECTRICAL SYSTEMS
TASKS:
a. Generator rating and performance data location.
right on generator or find in generator manual
b. Operation of a turbine engine starter-generator.
turns till it becomes a generator. pneumatic starter is for bigger jets.
c. The procedure for locating the correct electrical cable/wire size needed to
fabricate a replacement cable/wire.
correct an electrical cable. know how to read a wire chart
d. Installation practices for wires running close to exhaust stacks or heating

ducts.
Teflon heavy insulated wires
e. Operation of engine electrical system components.
generator alternator, diodes, electric starters, relays. generator alternator, diodes,

electric starters, relays.
f. Types of and/or components of D.C. motors.
armatures, commutator, brushes, series compound shunt wound
g. Inspection and/or replacement of starter-generator brushes.
look it up
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LUBRICATION SYSTEMS
ELEMENT: Exhibits knowledge of at least two of the following
TASKS:
a. Differences between straight mineral oil, ashless-dispersant oil, and synthetic

oil.
b. Types of oil used for different climates.
c. Functions of an engine oil.
d. Identification and selection of proper lubricants.
e. Servicing of the lubrication system.
f. The reasons for changing engine lubricating oil at specified intervals.
g. The purpose and operation of an oil/air separator.
h. Reasons for excessive oil consumption without evidence of oil leaks in a
reciprocating and/or turbine aircraft engine.
71
IGNITION AND STARTING SYSTEMS
TASKS:
a. Troubleshooting a reciprocating and/or turbine engine ignition system.
cleaning points changing points
b. Replacement of an exciter box and safety concerns if the box is damaged.
ground the exciter box
c. Troubleshooting a starter system.
wires, relays
d. Checking a starter system for proper operation.
start engine up, constant clicking sound can be a problem with solenoid in battery
e. The operation of a pneumatic starting system.
air turbine to back of gear box. starter switch valve opens
f. Reasons for the starter dropout function of a starter generator or pneumatic

starter.
engine idles at 55rpm engine reaches self sustaining. If drops out when it shouldnt
engine wont start
g. The purpose of a shear section in a starter output shaft.
preventing causing more damage
h. Purpose of checking a p-lead for proper ground.
dont die
i. Inspection and servicing of an igniter and/or spark plug.
not broken, porsoline isnt broken, cracks, lead deposits
72
j. Magneto systems, components, and operation.
high voltage generator driven from engine, has a condenser to prevent burning of points
k. Function/operation of a magneto switch and p-lead circuit.
shut mag off closes circuit that grounds p lead that grounds mag.
l. High and low tension ignition systems.
mag is high tension ig system. low tension ig system no longer exists but was used on
engines from the 40s which sent out around 400 volts from the magneto to the engine
where a transformer was on the cylinder to bump up the voltage and was used for high
altitude flight
FUEL METERING SYSTEMS

TASKS:
a. Troubleshooting an engine that indicates high exhaust gas temperature (EGT)

for a particular engine pressure ratio (EPR).
run the engine. high egt run two engines compare them egt epr 2 is fine and number 3
is high fuel flow is what we look at oil temp it can all come down to a bad gauge.
b. Purpose of an acceleration check after a trim check.
once you do a trim you do an acceleration check trim is nice idle is nice part power
know you got your full range one guy has a timer rapid acceleration count seconds man
might say 4 seconds for take off.
c. Reasons an engine would require a trim check.
fuel control change fuel pump change, idle too low or too high. engine change requires
a trim check
d. Purpose of the part power stop on some engines when accomplishing engine
trim procedure.
checking alignment of your system
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e. Procedure required to adjust (trim) a fuel control unit (FCU).
check manufactures procedures. idle first then part power on older aircraft.
f. possible reasons for fuel running out of a carburetor throttle body.
broken float in carburetor
g. Indications that would result if the mixture is improperly adjusted.
improperly adjusted mixture, cylinder head temperature high if lean low if too rich.
h. Procedure for checking idle mixture on a reciprocating engine.
too rich engine is going to foul. fouled plugs. rough idle. too lean too hot can damage
engine egt goes way up. you bring the engine temp up to normal op temperature. you
rapidly close the mixture to idle cutoff.
i. Possible causes for poor engine acceleration, engine backfiring or missing

when the throttle is advanced.
poor engine accelerate. is carb problem induction system filter could be failing, dirty,
chamber breaking of. acceleration pump.
j. Types and operation of various fuel metering systems.
recipe, float type carburetors, fuel injection, direct fuel injection or continuous fuel
injection. how does an accelerator pump work on a fuel injection system?
k. Fuel metering system components.
float chamber, float valve, acceleration pump, venturi, nozzle sprays fuel out, metering
jet idling and power enrichment and main metering jet. venturi chamber, throttle valve,
engine shutdown and non-operating carburetor if any of these things don't work, if you
get a rough idle the idle bleed tube what if that's clogged engine will shut down at times
and idle will be terrible what if there was crap in the fuel that can affect your idling
74
ENGINE FUEL SYSTEMS
TASK:
a. Inspection requirements for an engine fuel system.
if you change fuel filter how do you sign it off, replaced as per w.e main manual install
new filter you still must say check operation and to leak check that filter. open a fluid line
and not leak check CANNOT BE PUT IN AIR. first right up change fuel filter, leak check
has to be SECOND WRITE UP! Inspection of the carburetor means looking for
serviceability, looking for corrosion, cracks, bent parts and damaged threads. Check
float for buoyancy a leaking float must be replaced as to not give a constant rich
mixture. checking float level is also important which can be adjusted by adding shims or
removing shims if the float lvl is incorrect. Verify the size of the main metering system
components by comparing them with what the overhaul manual shows. Inspection of a
fuel injection system such as an RSA system would require checking the security of all
the components. Look for evidence of cracks or leaks with the carburetors. For turbine
engines fuel control maintenance is done by trimming a fuel control unit and is
completed whenever engine thrust is suspect and after maintenance tasks prescribed
by the manufacturer.
b. Checks of fuel systems to verify proper operation.
Measure unmetered fuel pressure with the mixture control in the full rich position and
engine operating at a specifric idle speed. If needed unmetered fuel pressure can be
adjusted by the low pressure relief screw on the fuel pump. The screw can be turned
clockwise to increase fuel pressure or counter clockwise to decrease fuel pressure. idle
mixture, idle speed and high power metered fuel pressure should be checked. check the
carburetor for cracks and or leaks. inspect control linkages for freedom of movement
and security. If controls are rigged properly operate the engine to check both the idle
mixture adjustment and the idle speed. one or more adjustment screws are varied to
adjust idle speed and idle mixture.
c. Troubleshooting an engine fuel system.
Do not assume that a fault in the fuel injection system is the cause of every rough
running engine. A discrepancy with the ignition or induction systems can also cause
rough running. A troubleshooting chart is typically provided to diagnose the engine
discrepancies properly.
75
d. Procedure for inspection of an engine driven fuel pump for leaks and security.
shut the engine down after running a few min and then leak check it
e. Function and/or operation of one or more types of fuel pumps.
centrifugal, gear driven. centrifugal doesn't need regulation, a gear pump (pos
displacement) requires pressure relief valve.
f. Function and/or operation of one or more types of fuel valves.
manually controlled 1 tank to the engine to shut off from all tanks some valves will allow
cross feed between tanks. on and off is basic for single engine a twin engine 1 engine
can feed 2 engines. cross feed both engine both tanks at same time. do not cross tank
to tank anymore. any engine from any fuel tank. CANNOT FEED TANK TO TANK
ANYMORE
g. Function and/or operation of engine fuel filters.
cleans the fuel. bypass valve if the filter clogs. you can check filter area to see if shutoff
valve is working properly
INDUCTION AND ENGINE AIRFLOW SYSTEMS

TASKS:
a. Inspection procedures for engine ice control systems and/or carburetor air
intake and induction manifolds.
ice control system would be on propeller can be electric or fluid. electric is done through
brushes and slip rings. alcohol deicing of a prop is through a slinger ring and a nozzle.
water thing slipper ring centrifugal force throws it. ice in induction system will shut the
engine down, electric heated intake, carb ice is prevented by preheating air going in by
exhaust air.
b. Operation of an alternate air valve, both automatic and manual heat systems.
c. Troubleshooting ice control systems.
76
d. Explain how a carburetor heat system operates and the procedure to verify
proper operation.
e. Effect on an aircraft engine if the carburetor heat control is improperly

adjusted.
engine will shut down when you get ice you can detonate the engine
f. Causes and effects of induction system ice.
flying through high humidity will cause impact ice at inlet ice going through float carb its
forming on center of venturi heat the air up to prevent it.
g. Function and operation of one or more types of supercharging systems and

components.
ENGINE COOLING SYSTEMS

TASKS:
a. Required inspection on an engine cooling system.
without cowling no engine cooling, fins, cowl flaps, augmented tubes baffling
b. Operation of cowl flaps, and how cooling is accomplished.
all airplanes have cowl flap. bottom of cowling flaps down forms a low pressure and
sucks air through cowling used with Bernoulli principle. on ground, full open manual
electrical and hydraulically operated
c. How turbine engine cooling is accomplished.
cools itself air going through center of engine 70 percent or so is used for cooling
d. Cooling of engine bearings and other parts on turbine engines.
oil goes through takes away heat as it lubricates. compressible bleed air plus air coming
through the engine
77
e. The importance of proper engine baffle and seal installation.
cracks in baffles doesn't take routes through fins and causes cylinder cracks and hot
spots.
f. The operation of a heat exchanger.
radiator, hot air goes through cool air goes through they don't touch. ram air thorough
one side and hot air through another side don't touch heat is exchanged
g. The function and operation of an augmentor cooling system.
An augmenter system routes the exhaust gases from the engine into a collector that
discharges them into the inlet of a stainless steel augmenter tube. The augmenter tubes
improve engine cooling. As exhaust gas flows into an augmenter tube, an area of low
pressure is created which draws additional cooling air over the engine cylinders.
h. Rotorcraft engine cooling systems.
recip has belt and a fan.
ENGINE EXHAUST AND REVERSER SYSTEMS

TASKS:
a. Exhaust leak indications and/or methods of detection.
welded area flange area clamps, bends places where cracks can happen commonly
b. Thrust reverser system operation and components.
blocker doors clamshell doors, turning vanes what are they? when clamshell door and
exhaust diverted forward little vanes turn exhaust gas to the proper direction.
c. Differences between a cascade and a mechanical blockage door thrust

reverser.
cascade = turning vanes. blocker door sleeve moves back and open whole section of
cascade vanes doors open out they take fan air and divert it.
78
d. Hazards of exhaust system failure.
fire, carbon monoxide poisoning
e. Effects of using improper materials to mark on exhaust system components.
do not use graphite pencil to mark areas can cause fire and failure
f. Function and operation of various exhaust system components.
mounting flange gaskets, read about this stuff
PROPELLERS
TASKS:
a. Propeller theory of operation.
works just like a wing spin propeller low pressure high pressure on other side pushes it
forward
b. Checks necessary to verify proper operation of propeller systems.
fixed pitch propeller bring engine up to takeoff let's say 3000 rpm I only get 2750 is
something wrong? no static rpm is 2750 maximum is 3000 on a ramp you're not going
to get 3000. critical parts of propeller zero defects. make sure to always follow
regulations! is the governor working properly.
c. Procedures for proper application of propeller lubricants.
pt6 lubricated internally with grease fittings and use proper oils or lubricants
d. Installation or removal of a propeller.
mags are off
e. Measurement of blade angle with a propeller protractor.
can use the protractor and be able to do tracking protractor for pitch. how do you know
vibration is from engine or propeller. I check pitch of propeller if the tracking is off its a
propeller problem
79
f. Repairs classified as major repairs on an aluminum propeller.
cannot perform these they must be sent out for repair dressing the blade out repairs can
be done
g. Reference data for reducing the diameter of a type certificated propeller.
TCDS can tell you what can be done. different props can be accepted through TCDS
h. Operation of propeller system component(s).
governors. what type do we have some have more than one? reverse and feather
i. Propeller governor components and operation.
a governor is a unit that has a pilot valve that goes up and down and opens and closes
to allow oil to and from the propeller by being on a spring that pulls it down there's two
flyweights pilot valve moves up through flyweights that open when speed increases. you
can adjust this by altering the speeder spring
j. Theory and operation of various types of constant speed propellers.
oil pressure form engine drives it to high pitch
k. Function and operation of propeller synchronizing systems.
governors on both engines synchronization unit goes with master which can be let's say
engine number 1 the other engines read off number 1. this is done electronically and all
twin engines
l. Function and operation of propeller ice control systems.
https://www.youtube.com/watch?v=JpvSEiPyIZM
80
TURBINE POWERED AUXILIARY POWER UNITS
1. ELEMENT: Exhibits knowledge of at least two of the following:
TASKS:
a. Inspection to ensure proper operation of turbine driven auxiliary power unit.
b. Replacement procedure for an igniter plug.
c. Servicing an auxiliary power unit.
d. Troubleshooting an auxiliary power unit.
e. Function and operation of auxiliary power unit(s).
NOTE: Subject area T, AUXILIARY POWER UNITS, may be tested at the same time as
AREA B, TURBINE ENGINES. No further testing of auxiliary power units is required.
81

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LAME SKILL TEST STANDARDS

1. ELEMENT: Exhibits knowledge of at least two of the following—

a)Sources and/or effects of capacitance in a circuit

A pulse of electricity is sent to the load. (condenser is source of capacitance. a

b) Uses of capacitance in a circuit

c) Sources and/or effects of inductance in a circuit

Magneto, Transformer (steps voltage up or down) induction coil (magneto) x amount of

d) Uses of inductance in a circuit

To step up or step down voltage

e) Operation of basic AC and/or DC electrical circuits

AC: Voltage peaks, drops, changes direction, and repeats.

DC: Non varying in nature and stays in one direction

((how does kirchoffs law work in parallel and series)

i) Determining power used in simple circuits

j) Troubleshooting, and/or repair or alteration using electrical circuit diagrams

(be able to read schematic diagrams.)

k) Common types of defects that may occur in an installed battery system

l) Aircraft battery theory/operation

1. ELEMENT: Exhibits knowledge of at least two of the following—

a) Characteristics and/or uses of any of the various types of drawings/blueprints

Sectional Drawing: Shows internal construction or shape of a part. revolved section

Hidden line (invisible edges or contours. dashed lines of medium weight)

Section lines: Shows differences in types of materials or exposed surfaces. If the

c) using charts or graphs

e) Inspection of an aircraft system or component(s) using drawings/blueprints

f) Repair or alteration of an aircraft system or components(s) using

drawings/schematics can be drawn as part of the description for a repair in an FAA

h) Terms used in conjunction with aircraft drawings/blueprints and/or system

1. ELEMENT: Exhibits knowledge of at least two of the following—

a) The purpose(s) of weighing or reweighing

b) General preparations for weighing, with emphasis on aircraft preparation

datum, arm, moment (positive or negative), or moment index

Moment (positive or negative): product of weight of an object in pounds and the

e) The meaning and/or application of any terms/nomenclature associated with

datum, arm, moment (positive or negative), or moment index.

g) Purpose and/or application of mean aerodynamic chord (MAC)

h) Adverse loading considerations.

1. ELEMENT: Exhibits knowledge of at least two of the following—

b) Tubing materials application

How to size metal tube, outside diameter and wall thickness

d) Flexible hose material

e) Flexible hose materials application

f) Flexible hose sizes

inside diameter in 1/16 inch increments

g) Flexible hose identification

h) AN, MS, and/or AC plumbing fittings

ones army/navy. military standard,

i) Rigid line fabrication techniques/practices

k) Flexible hose fabrication techniques/practices

l) Flexible hose installation techniques/practices

MATERIALS AND PROCESSES

1. ELEMENT: Exhibits knowledge of at least two of the following—

b) Composites and other nonmetallic components and their general application

c) Heat-treated parts precautions, using DD or "icebox" rivets

d) Typical wood materials and fabric coverings

e) Visible characteristics of acceptable and/or unacceptable welds

g) Using inspection techniques/methods, including any of the following: visual,

h) Identification, selection, installation, and/or use of aircraft hardware

i) Safe tying of components and/or hardware

lacing wire bundles

j) Finding information about material types for specific application(s)

43.13 all are in here

GROUND OPERATION AND SERVICING

1. ELEMENT: Exhibits knowledge of at least two of the following—