PHILSCA VAB

Aircraft Manuals,
Catalog &
Documentation
AMT 2107

Danielle Jane V. Elec

AMT Faculty
 01 Airworthiness Directive Compliance

02 Emergency Locator Transmitter

Finals Topic Maintenance Discrepancies /

03 Inoperative Equipment
The coverage of the final exam is
from prelim to finals topic.
04 Minimum Equipment List

05 Master Minimum Equipment List

Airworthiness Directives
MODULE 1

What is Airworthiness Directives?

Who is Responsible for complying with the Airworthiness

Directives?

THERE ARE THREE TYPES OF AIRWORTHINESS DIRECTIVES

AIRCRAFT MAINTENANCE CHECKS

AIRWORTHINES
S DIRECTIVES
Airworthiness Directive (commonly
abbreviated as AD) is a notification to
owners and operators of certified
aircraft that a known safety
deficiency with a particular model of
aircraft, engine, avionics, or other
system exists and must be corrected.
 Who is Responsible for complying with the Airworthiness Directives?

Aircraft Owners and operators are responsible for ensuring compliance with the
requirements of all ADs that apply to their aircraft. Anyone who operates a product that
does not meet the requirements of an applicable AD is in violation of 14 CFR 39.7.
THERE ARE THREE TYPES OF AIRWORTHINESS DIRECTIVES
NOTICE OF PROPOSED RULEMAKING (NPRM)
• Is a public notice that is issued by law when an independent agency of the
government wishes to add, remove, or change a rule or regulation as part of
the rulemaking process.

FINAL RULE REQUEST FORM COMMENTS

• A final rule with a request for comment is a rule that the FAA issues in
final with an effective date that invites public comment on the rule.

EMERGENCY ADS
• An Emergency AD is issued when an unsafe condition exists that requires
immediate action by an owner/operator.
• All known owners and operators of affected U.S. registered aircraft or
those aircraft that are known to have an affected product installed will be
sent a copy of an Emergency AD.
EMERGENCY
AIRWORTHINESS
DIRECTIVES.

An Emergency AD may be
distributed by Fax, letter, or other
methods. It is issued
and effective to only the people
who actually receive it. This is
known as actual
notice.
AIRCRAFT
MAINTENANCE
CHECKS
Aircraft maintenance checks are periodic
inspections that have to be done on all
commercial and civil aircraft after a certain
amount of time or usage. Military aircraft
normally follow specific maintenance program
which may, or may not, be similar to those of
commercial and
civil operators.
There are different
types of Maintenance
Checks :
AIRCRAFT A – CHECK
AIRCRAFT B-CHECK
AIRCRAFT C-CHECK
AIRCRAFT D –CHECK
100 HOUR INSPECTION
AIRCRAFT A-CHECK:
This is performed approximately every 400-600
flight hours or 200-300 cycles (take off
and landing is considered an aircraft cycle)

It needs about 150-180 man-hours and is usually on

the ground in a hangar for a
minimum of 10 hours.

The occurrence can be delayed by the airline if

certain predetermined conditions are
met
AIRCRAFT B-CHECK
This is performed approximately every 6 to 8
months

It needs about 160-180 man-hours depending on

the aircraft and is usually completed
within 1 to 3 days at an airport hangar

A similar occurrence schedule applies to the B

check as to the A check
AIRCRAFT C-CHECK
This is performed approximately every 20-24 months or a
specific amount of actual
Flight Hours (FH) or as defined by the manufacturer

This maintenance is extensive than a B check requiring a large

majority of the aircraft
components to be inspected

This check put the aircraft out of service and the aircraft must
not leave the maintenance
site until it finished

The time needed to complete such a check is generally 1 to 2

weeks and the effort
involved can require up to 6,000 man hours
AIRCRAFT D-CHECK HEAVY
MAINTENANCE
This is by far the most comprehensive and demanding check for an airplane which
is
also known as Heavy Maintenance Visit (HMV)

This check occurs approximately every 6 years. It is a check that more or less
takes the
entire airplane apart of inspection and overhaul.

Even the paint may need to be completely removed for further inspection on the
fuselage metal skin

Such a check can generally take up to 50,000 man-hours and 2 months to

complete,
depending on the aircraft and the number of technicians involved

It also requires the most space of all maintenance checks and as such must be
performed at a suitable maintenance base.
100 HOUR INSPECTION
All aircraft under 12,500 pounds (except
turbojet/turbo propeller-powered multi-engine
airplanes and turbine-powered rotorcraft), used to
carry passengers for hire (commercial
operation: passenger-carrying, cargo), must have
received a 100-hour inspection
within the preceding 100 hours of time in service.
Emergency Locator Transmitter
Module 2
Emergency
Locator
Transmitter
An emergency locator transmitter (ELT) is
an independent battery powered How the Emergency Locator Transmitter (ELT) works?
transmitter that activated by the • When activated manually or automatically by immersion
excessive G-Forces Experience during in water or as a result of high 'g'
crash. It
forces on impact -ELTs transmit a distress signal which
transmits a digital every 50 seconds on a
can be detected by non-
frequency.
geostationary satellites and then located precisely by
either or both of GPS trilateration

and Doppler triangulation.

Location of
ELT
ELT’s are typically installed as aft in the
fuselage of an aircraft as is practicable
just forward of the empennage. The built
in G-Force sensor is aligned with the
longitudinal axis of aircraft

ELT is easily removable in aircraft. They

often contain a portable antenna so that
crash victims may leave the site and carry
the operating ELT with them. A flight deck-
mounted panel is required to alert
the pilot is the ELT is activated.
Maintenance Discrepancies
/ Inoperative Equipment
14 CFR §91.213(d) allows certain part 91 operators to fly
an aircraft with inoperative instruments or equipment
even though the Federal Aviation Regulations generally
require that all equipment installed on the aircraft be
operative at the time of flight.
MMEL
The master minimum equipment list
(MMEL) is a list established for a
particular aircraft type by the
organization responsible for the type
design with the approval of the State of
Design which identifies items that
individuals may be unserviceable at the
commencement of a flight.
Their difference is that the MEL is formulated
for a particular operator and a certain aircraft or
a few aircraft, whereas the MMEL is formulated
for all aircraft of this type. The MEL of the
operator shall be based on the MMEL of a
specific aircraft type and model approved by the
authorities.
MMEL
No person may take off an aircraft with inoperative instruments
or equipment installed unless the following conditions are met

• An approved Minimum Equipment List exists for that aircraft.

• The aircraft has within it a letter of authorization, issued by the
responsible Flight Standards office, authorizing the operation of
the aircraft under the Minimum Equipment List.

Tips for Reporting a Discrepancies

• Report the Indications, Not the Problem

As pilots, it is easy to diagnose the problem and tell a mechanic

with certainty what is wrong. Sometimes the problem is obvious
but often the cause it not so clear.
Poor: Oil pressure gauge
broken.
Good: Engine indications normal during start and
run-up. Shortly after takeoff, oil pressure began
slowly decreasing and the annunciator
illuminated. Flew normal pattern for return to the
field during which all other indications including
oil temperature remained normal.
INOPERATIVE
EQUIPMENT
If somethings not working during the preflight inspection, you may still
be able to fly. It depends on what broke and the flight conditions.

The overall reason we conduct a preflight inspection is to verify

everything on the airplane is
both present and working.

It depends on the equipment that’s broken and the conditions of the

planned flight. To help us make the correct determination, one that is
both legal and safe, there are some regulations to follow and some
paperwork to check.
 INOPERATIVE EQUIPMENT
The inoperative instruments and equipment can not be:

Instruments and equipment prescribed Required by 14 CFR §91.205 or any other

01 rule of 14 CFR part 91 for the specific
in the airworthiness regulations 04
kind of flight operation being conducted

Indicated as required on the aircraft’s

02 Required to be operational by an
equipment list 05 airworthiness directive

Indicated as required on the aircraft’s

Kinds of Operations Equipment List for
03
the kind of flight operation being
conducted
Minimum Equipment List
(MEL)
The Minimum Equipment List (MEL) is a manual that
provides guidance on the safe operation of the aircraft
by stating the operational and maintenance procedure
to be observed in case of inoperative system and/or
components. This manual is prepared by the operator
and approved by the local aviation authority
MEL
In any case, if multiple inoperative
equipment exist, the MEL should be
consulted for each individual item to
check if there are any incompatibilities
for each of the associated dispatch
conditions.

The MEL is entirely separate and

different from the Configuration
Deviation List (CDL), which is a list of
secondary airframe and engine
components that may be recorded as
missing for without prejudicing the
acceptance of an aircraft for flight.
 Master Minimum
Equipment List (MMEL)
Document that identifies the equipment which may be
inoperative while maintaining the level of safety of the
aircraft type which is dedicated to its type of
operations, which means that the aircraft was certified
to its minimum standards specified in the type
certification basis.
The assessment of the authorities
for the level of safety which
involves more than one of the
following modification
justification are:
● Equipments are considered optional -
There is no necessity for such equipment
to be operative if it is in excess of that
required for the safe operations for a
particular flight condition or route of
flight.
● The equipment is considered
redundant - If the function of the
system/component can be carried out by
the other system or equipment, then it
can be said that it is redundant with the
provision that its alternate
equipment/system must be operational
Deferral
For Part 135 MEL deferrals, the
deferral categories define the
term of a deferral. There are
four different categories;

A - The deferral period defined in

the comments column of the MEL,
B - Three days,
C - 10 days, and
D - 120 days.
QUESTIONS?
Thank you for listening!