MAINTENANCE

PUBLICATIONS, FORMS,
AND RECORDS

INTRODUCTION
Screwdrivers, wrenches, and sockets are some of the tools you use to maintain and repair aircraft. However,
another tool that must not be neglected consists of the publications and forms that serve as a guide and record for
your maintenance activities. For example, a typical transport aircraft contains many miles of electric wire for indi-
cating, lighting, and control systems. Attempting to troubleshoot a maintenance problem without access to the
manufacturer's wiring manual would be a frustrating experience. A thorough knowledge of regulatory publica-
tions such as the Federal Aviation Regulations, and nonregulatory material such as manufacturer's manuals, is
every bit as important as the tools in your toolbox.
 MAINTENANCE PUBLICATIONS
THE FEDERAL AVIATION
ADMINISTRATION
For more than 20 years after the Wright brothers
first flight, aviation was virtually an unregulated
industry. Anyone who wanted could design, build,
and fly an aircraft without obtaining approval from
the government. Predictably, the safety record of
early air transport was not very good, and the gov-
ernment responded by passing the Air Commerce
Act of 1926. The 1926 Act required registration of
aircraft and the licensing of pilots and mechanics.
In 1938, the Air Commerce Act was repealed and
replaced by the Civil Aeronautics Act. This law cre-
ated the Civil Aeronautics Administration and Civil
Aeronautics Board which established and enforced
all regulations pertaining to civil aviation.
The Federal Aviation Act of 1958 repealed the Civil
Aeronautics Act and created the Federal Aviation
Agency. The agency was brought into the
Department of Transportation in 1967 and renamed
the Federal Aviation Administration (FAA).
Currently, the FAA is charged with the responsibility
of regulating and promoting civil aviation in the
United States. The FAA's powers and responsibilities
are quite broad, governing virtually every aspect of
aircraft manufacture, operation, and maintenance.
The primary regulatory tools of the FAA are the
Federal Aviation Regulations (FARs). When the
FAA wants to adopt a new rule or regulation, it for-
mulates a proposal called a Notice of Proposed Rule
Making and publishes it in the Federal Register.
Comments and suggestions are then solicited from
the general public and interested parties. After a
prescribed comment period, the proposals are
adopted and printed in Title 14 of the Code of
Federal Regulations, thereby becoming federal law.
To help organize, the FARs are broken down into
separate sections, or parts. For example, FAR Part
65 prescribes the requirements, privileges, and lim-
itations for certification of airmen other than flight
crewmembers, which includes aviation mainte-
nance technicians.
Copies of the FARs are available from the
Government Printing Office or from a number of pri-
vate suppliers, including the publisher of this text-
book. Since the regulations change frequently, all
copies must be periodically updated. Repair sta-
tions, aviation maintenance training schools, and
others affected by the FARs are required to keep
their FARs updated. For your course of study, you
may use an FAR textbook produced by the govern-
ment or some other publisher. These publications
serve as a good general guide to the content of the
regulations. However, when you take your practical
test, you must have access to a current set of
updated FARs.
MAINTENANCE FARS
Many regulations do not affect the maintenance
technician and require no discussion. Others, how-
ever, are of vital importance to technicians in the
performance of their duties. It is imperative for all
technicians to be familiar with these regulations,
and to follow them when exercising the privileges
of an A&P certificate. Some of the regulations con-
cerning aircraft maintenance and inspection are
listed below:
1. FAR Part 01, Definitions and Abbreviations
2. FAR Part 13, Investigation and
Enforcement
Procedures
3. FAR Part 21, Certification
Procedures for
Products and Parts
4. FAR Part 23, Airworthiness Standards. Normal,
Utility and Acrobatic aircraft
5. FAR Part 25, Airworthiness
Standards,
Transport Category Airplanes
6. FAR Part 27, Airworthiness Standards, Normal
Category Rotorcraft
7. FAR Part 33, Airworthiness Standards: Aircraft
Engines
8. FAR Part 35, Airworthiness
Standards:
Propellers
9. FAR Part 39, Airworthiness Directives
10. FAR Part 43, Maintenance,
Preventive
Maintenance, Rebuilding and Alterations
Maintenance Publications, Forms, and Records 14-3

11. FAR Part 45, Identification and means that the part meets FAA requirements for
Registration manufacturing quality, and is approved for installa-
Markings tion on aircraft.
12. FAR Part 47, Aircraft Registration
13. FAR Part 65, Certification: Airmen other than
Flight Crewmembers
14. FAR Part 91, General Operating and
Flight
Rules
15. FAR Part 121, Certification and
Operations:
Domestic, Flag, and Supplemental Air Carriers
and Commercial Operators of Large Aircraft
16. FAR Part 125, Certification and
Operations:
Airplanes having a seating capacity of 20 or
more passengers, or a maximum
pay load
capacity of 6,000 lbs or more
17. FAR Part 127, Certification and Operation of
Scheduled Air Carriers with Helicopters
18. FAR Part 135, Air Taxi
Operators and
Commercial Operators
19. FAR Part 137, Agricultural Aircraft Operators
20. FAR Part 145, Repair Stations
21. FAR Part 147, Aviation
Maintenance
Technician Schools
22. FAR Part 183, Representatives
of the
Administrator

The regulations most important to

maintenance technicians are discussed in detail.

FAR PART 21
FAR Part 21 lists the requirements for establishing
and maintaining the certification of aircraft and
components. When an aircraft is manufactured, an
inspector determines if it conforms to that model's
type certificate. The type certificate lists all perti-
nent information on an aircraft or accessory design.
If the aircraft is in conformity, it is issued an airwor-
thiness certificate, signifying that it meets the stan-
dards for service. The airworthiness certificate stays
with the aircraft throughout its service life and is
transferred when ownership changes. However, an
aircraft must be maintained properly in order for the
airworthiness certificate to remain valid.

To ensure that aircraft perform reliably the FA A

requires that all installed parts and appliances con-
form to technical standard orders (TSOs). TSOs are
a set of specifications that call for parts to meet cer-
tain quality standards. A TSO stamp on a part
If a TSO part is called for by the aircraft manufac-
turer, installation of a noncertified item can invali-
date the aircraft's airworthiness certificate. The
FARs specify that it is the responsibility of the per-
son or agency installing a part to verify that it con-
forms to the proper standard. Therefore, you must
make sure the hardware and appliances you install
on aircraft are certified.

Companies can obtain a parts manufacturing

approval (PMA) from the FAA to produce replace-
ment parts. However, the manufacturer must prove
to the FAA that their product meets performance
and quality standards. Again, the installation of
nonapproved parts can affect the airworthiness of
the aircraft and lead to catastrophic failure. Always
check parts for TSO and PMA conformity.

FAR PART 23
FAR Part 23 describes in detail the performance
characteristics various aircraft must demonstrate to
be airworthy. It specifies requirements for every
component and system installed on an aircraft,
often down to the smallest detail. Maintenance
technicians can use Part 23 to verify that a particu-
lar aircraft or component is in conformity with its
type certificate. For example, when cockpit instru-
ments are repaired or replaced, the technician
installing the instrument must check that the range
markings painted on the instrument face are correct.
The aircraft's approved flight manual gives the cor-
rect operating speeds and ranges for that particular
model. Part 23 specifies color codes and instrument
face markings that must be on all flight and engine
instruments.

FAR PART 39 AIRWORTHINESS

DIRECTIVES
When an unsafe condition exists with an aircraft,
engine, propeller, or accessory, the FAA issues an
Airworthiness Directive (AD) to notify concerned
parties of the condition and to describe the appro-
priate corrective action. No person may operate an
aircraft to which an AD applies, except in accor-
dance with the requirements of that AD. AD com-
pliance is mandatory, and the time in which the
compliance must take place is listed within the AD.
Information provided in an Airworthiness Directive
is considered approved data for the purpose of the
AD. The compliance record for ADs must be entered
into the aircraft's permanent records.
 74-4
Airworthiness Directives are issued biweekly. The
biweekly listings are published for small general
aviation aircraft and accessories in one volume,
while the larger aircraft and their accessories are
published in a separate volume. This separation of
different aircraft categories provides operators with
a much simpler means of filing ADs.
ADs are listed by a six digit numerical number. The
first two digits denote the year an AD is issued. For
example, all ADs issued during the year 1996 begin
with the number 96-. The third and fourth digits of
the AD number denote the biweekly issue in which
the AD was first published. There are twenty six
issues of the biweekly AD listing issued each year,
and the issues are numbered beginning with number
01. The last two digits indicate the number of the AD
in the specified biweekly listing. For example, the
fourth AD issued in the first biweekly publication in
May 1996 would be issued the number: 96-10-04.
FAR PART 43
FAR Part 43 Maintenance, Preventive
Maintenance, Rebuilding, and Alteration is one of
the most critical sections for the aviation technician
to study. As its title indicates, Part 43 outlines the
fundamental standards for aircraft inspection, main-
tenance, and repair, as well as all record keeping
requirements.
REPAIRS AND ALTERATIONS
A repair is an operation that restores an item to a
condition of practical operation or to original con-
dition, whereas an alteration is any change in the
configuration or design of an aircraft. The FAA
divides aircraft repairs and alterations into two cat-
egories: major and minor. A major repair is one
that, if improperly done, might appreciably affect
weight, balance, structural strength, performance,
powerplant operation, flight characteristics, or other
airworthiness factors. It is also a repair that cannot
be performed using elementary operations. A major
alteration is an alteration not listed in the product's
specifications that might affect the product's perfor-
mance in a similar fashion to a major repair.
Appendix A of FAR Part 43 lists examples of major
repairs and alterations to airframes, engines, propellers
and appliances. Some examples are listed below.
1. Airframe major alterations: alterations to wings,
fuselage, engine mounts or control systems.
Changes to the wing or to fixed or movable con-
Maintenance Publications, Forms, and Records
trol surfaces which affect flutter and vibration
characteristics.
2. Powerplant major alterations: conversion of an
aircraft engine from one approved model to
another, replacing engine structural parts with
parts not supplied by the original manufacturer.
3. Propeller major alterations: changes in blade,
hub, or governor design. Installation of a pro
peller deicing system.
4. Appliance major alterations: alterations of the
basic design not made in accordance with rec
ommendations of the appliance manufacturer
or in accordance with an FAA Airworthiness
Directive.
5. Airframe major repairs: airframe repairs involv
ing reinforcing, splicing, and manufacturing of
primary structural members or their replace
ment, when their replacement is by fabrication
such as riveting or welding.
6. Powerplant major repairs: separation or disas
sembly of the crankcase or crankshaft of certain
reciprocating powerplants. Special repairs
to
structural engine parts by plating, welding, or
other methods.
7. Propeller major repairs: any repairs
to, or
straightening of, steel blades,
shortening of
blades, overhaul of controllable pitch
pro
pellers.
8. Appliance major repairs: calibration of instru
ments or radios, overhaul of pressure carbure
tors, pressure fuel cells, and oil and hydraulic
pumps.
This is not a complete listing of major repairs and
alterations. Always refer to the appropriate section
of Appendix A to find out precisely what classifica-
tion a job falls under before starting. If there is any
question as to whether a repair or alteration is major
or minor, contact the local FAA office.
The FAA defines minor repairs and alterations as
those that are not major repairs and alterations.
Since this definition is not very specific, it is some-
times difficult to distinguish which category a
repair or alteration falls into. However, as a general
rule, the complexity of the work being done is a
good indication of whether a repair or alteration is
major or minor. For example, Appendix A of FAR
Part 43 specifically states that replacement of an
engine mount by riveting or welding is an airframe
major repair. But if the same engine mount is
attached by bolts and is replaced, it is considered a
minor repair. The same holds true of other airframe
and engine components. Generally, if a
part is
Maintenance Publications, Forms, and Records
replaced with one exactly the same as the original,
and elementary operations are used in the installa-
tion of a replacement part, the procedure is consid-
ered a minor repair or alteration. Records of minor
repairs and alterations need only be entered into the
aircraft's permanent maintenance records.
PREVENTIVE MAINTENANCE
Preventive maintenance consists of preservation,
upkeep, and the simple replacement of small parts.
Under some circumstances, the FARs allow
licensed airmen other than maintenance personnel
to perform preventive maintenance. For example, if
an aircraft owner holds at least a private pilot
license, the owner can, among other things, change
an aircraft's oil and replace or repair a landing gear
tire. A complete listing of those items that are clas-
sified as preventive maintenance is given in
Appendix A of FAR Part 43.
INSPECTION CHECKLISTS
FAR 43.15 lists the performance criteria for per-
forming inspections and specifically states that a
checklist which meets the minimum requirements
listed in FAR 43 Appendix D must be used for all
annual and 100-hour inspections. This, however,
does not preclude you from developing a more
extensive checklist or using one prepared by a
repair station or manufacturer. As long as the check-
list covers the items listed in Appendix D it may be
used. Most major aircraft manufacturers provide
inspection checklists for their aircraft by type and
model number. These forms are readily available
through the manufacturer's representatives and are
highly recommended. They meet the minimum
requirements of Appendix D and contain many
details covering specific items of equipment
installed on a particular aircraft. In addition, they
often include references to service bulletins and let-
ters which could otherwise be overlooked.
FAR PART 65
FAR Part 65 discusses the certification requirements
as well as the privileges and limitations for aviation
maintenance technicians. Because of the amount of
pertinent information contained in Part 65, Chapter
15 is dedicated to discussing Part 65 in detail.
FAR PART 91
FAR Part 91 is entitled General Operating and Flight
Rules of which Subpart E contains the regulations
14-5
governing the maintenance, preventive mainte-
nance, and alteration of U.S. registered aircraft.
Unlike Part 43, Subpart E of Part 91 outlines the
inspections that must be performed on all aircraft.
Inspection of airframes, powerplants, and appli-
ances is the single most effective way to identify
potential problems and ensure safe operation. As a
result, inspections are one of an aircraft mainte-
nance technician's primary duties. The FAA
requires aircraft and their associated components to
be inspected regularly. The frequency of these
inspections depends on the type and use of the air-
craft or component.
ANNUAL INSPECTIONS
FAR Part 91 states that all general aviation aircraft
must go through an annual inspection to remain air-
worthy. All annual inspections are based on calen-
dar months and, therefore, are due on the last day of
the 12th month after the last annual was completed.
For example, if a previous annual was completed on
June 11, 1995, the next annual inspection is due on
June 30, 1996.
Annual inspections must be performed regardless of
the number of hours flown in the previous year.
Furthermore, they may only be performed by
air-frame and powerplant mechanics holding an
inspection authorization (IA). The IA can not dele-
gate the inspection duties to an airframe and pow-
erplant mechanic, nor may an IA merely supervise
an annual inspection.
If the person performing the annual inspection finds
a discrepancy that renders the aircraft unairworthy,
they must provide the aircraft owner with a written
notice of the defect. Furthermore, the aircraft may
not be operated until the defect is corrected.
However, if the owner wants to fly the aircraft to a
different location to have the repairs performed, a
special flight permit may be obtained to ferry the
aircraft to the place where repairs are to be made.
100-HOUR INSPECTION
All general aviation aircraft that are operated for
hire must be inspected every 100 flight hours. This
inspection is in addition to the annual inspection
requirement, and covers the same items as the
annual inspection. The major difference is that an
A&P technician may perform a 100-hour inspection.
As in the case of an annual inspection, the person
conducting a 100-hour inspection cannot delegate
inspection duties.
 14-6
The operating hours are the primary consideration
for determining when the next 100-hour inspection
is due. As the name implies, a 100-hour inspection
is due 100 hours after the last 100-hour inspection
was completed, regardless of the date. However,
there is a provision for extending the 100-hour
interval, up to a maximum of 10 hours, to permit the
aircraft to fly to a place where the inspection can be
accomplished. However, when this is done, the
number of hours in excess of the 100-hour interval
are deducted from the next inspection interval. For
example, if a flight to a place where a 100-hour
inspection can be conducted takes the aircraft six
hours beyond the 100-hour inspection interval, the
next 100-hour inspection would be due in 94 hours.
In other words, the next inspection interval is short-
ened by the same amount of time the previous
inspection was extended.
PROGRESSIVE INSPECTIONS
The progressive inspection is designed for aircraft
operators who do not wish to have their aircraft
grounded for several days while an annual or
100-hour inspection is being accomplished. Instead,
the inspection may be performed in segments each
90 days, or at each 25 hour interval. The procedures
for establishing a progressive inspection program
are covered in FAR Part 91.409(d) and the owner
must request this program. Furthermore, approval
must be received from the FAA prior to beginning a
progressive inspection program.
CONTINUOUS INSPECTION PROGRAMS
The continuous inspection program is designed for
operators of large commercial carrier aircraft operat-
ing under FAR Parts 121, 127, and 135. Like a pro-
gressive inspection program, a continuous inspection
program must be approved by the FAA. These inspec-
tion programs are very comprehensive and require
complex maintenance facilities with large numbers of
technical personnel. Most large airlines operate under
the continuous inspection programs of FAR Part 121.
ALTIMETER AND STATIC SYSTEM CHECKS
FAR 91.411 requires periodic altimeter and static
system checks for aircraft that operate in controlled
airspace under instrument flight rules. These
checks must be made in accordance with the guide-
lines stated in FAR Part 43, Appendix E, and per-
formed each 24 months. Furthermore, the test must
be done whenever the static system is
opened,
Maintenance Publications, Forms, and Records
excluding those times when the system is drained
using a preinstalled drain and when the alternate
static source is opened.
TRANSPONDER CHECKS
A transponder is an electronic device aboard an air-
craft that enhances the aircraft's identity on an air
traffic control (ATC) radar screen. Because of the
important role transponders play in safety, they
must be checked every 24 calendar months. This
requirement is spelled out in FAR 91.413 and test-
ing of transponder equipment must be in accor-
dance with FAR Part 43, Appendix E
EMERGENCY LOCATOR CHECK (ELT)
An emergency locator transmitter (ELT) emits a
radio distress beacon at 121.5 megahertz when it is
triggered by the pilot or by abrupt deceleration of
the aircraft. To enhance the chances of rescue in
case of an accident, FAR 91.207 requires that all
U.S. registered aircraft be equipped with an ELT.
ELTs must be inspected every 12 calendar months
for proper installation, battery condition and expi-
ration date, operation of the controls and crash sen-
sor, and radio signal strength.
spEC|AL
At times, unusual incidents dictate that a special
inspection be performed. While not specifically
required by the FARs, most manufacturers have sev-
eral categories of special inspections that must be
performed after an aircraft has been subjected to an
unusual flight condition.
Overweight or Hard Landing
This inspection is performed any time an aircraft
has experienced an overweight, or unusually hard
landing. The structural damage which can occur
during this type landing can lead to catastrophic
failure and, therefore, manufacturers typically pub-
lish a set of instructions outlining what should be
inspected as well as the method of inspection used.
Severe Turbulence Inspection
Severe turbulence exerts substantial stress on all
areas of an aircraft structure. Therefore, when an
aircraft flies through severe turbulence, a detailed
inspection of the airframe should be conducted.
Maintenance Publications, Forms, and Records
Hot Starts, Stackfires, Sudden Stoppage
Inspections
Inspection of an engine after a hot start, stack fire, or
sudden stoppage should be in accordance with the
manufacturer's instructions. Chapter 14 of AC
43.13-1B contains instructions for sudden stoppage
inspections. At times, complete disassembly of the
engine is required to check for hidden damage.
RECURRING INSPECTIONS
At times, an airframe component, engine, or acces-
sory requires a recurring inspection at specified
intervals. For example, a manufacturer may require
that a mechanic check the torque of cylinder base
nuts at every second 100 hour inspection. This
means that the actual interval between inspections
is 200 hours.
Airworthiness directives often specify recurring
inspections after a certain time in service. For
example, assume a new AD is issued that requires
a wing spar cap inspection every 150 hours on air-
craft with 7,500 hours in service or less, and every
50 hours on aircraft with more than 7,500 hours.
Suppose the technician performing a 100-hour
inspection on an aircraft found it had 5,257 hours
in service, and the AD was complied with 28 hours
ago. To determine the next inspection time, sub-
tract 28 hours from the 150 hour inspection inter-
val to get a figure of 122 hours. Add this to the total
airframe time in service to find that the inspection
is due next at 5,379 hours.
ADVISORY CIRCULARS (ACs)
Many of the technical publications and regulations
issued by the FAA are complex in nature and often
require additional explanation. As a result, the FAA
issues Advisory Circulars (ACs) to inform, explain,
and provide further guidance. Advisory circulars
are informative only and cannot be used as
approved data unless incorporated into a regulation
or an airworthiness directive. Advisory circulars are
listed in a numerical sequence closely following the
same subject areas covered by the FARs. Some of
the subject areas are:
00 General
10 Procedural Rules
20 Aircraft
60 Airmen
120 Aircarriers, Air Travel Clubs, and
Operators
for Compensation and Hire: Certification
and Operations
14-7
Within the general subject areas are more specific
subjects that also have a subject number. For exam-
ple, within the general subject of Aircraft, the spe-
cific subject of maintenance, preventive mainte-
nance, and rebuilding and alterations is assigned
the number 43, which is also the number of the FAR
Part that covers maintenance.
One of the most popular Advisory Circulars for
maintenance technicians is in the AC43 series. AC
43.13-lB and -2A, Acceptable Methods, Techniques
and Practices is a highly technical publication cov-
ering most of the aircraft maintenance areas which
the A&P technician must service. It contains infor-
mation on standard hardware and torque values,
acceptable repair methods, and inspection tech-
niques. [Figure 14-1]
Another popular AC within the 43 series is
AC43.9-1E which gives information on how to
complete of a Major Repair and Alteration Form
(FAA Form 337). In particular, it lists FAA
approved data sources that can be used as a
reference for major repairs and alterations. Data
obtained from Airworthiness Directives, approved
manufacturer's instructions, Type Certificate Data
Sheets, Supplemental Type Certificates, and
Technical Standard Orders are considered
approved.
ADVISORY
CIRCULAR
ACCiPTABUE METHODS,
TECHNIQUES. M PRACTICES
Figure 14-1. The FAA issues Advisory Circulars to explain or
clarify the Federal Aviation Regulations. Advisory Circulars
are nonregulatory in nature unless incorporated into an FAR
and generally do not contain approved data.
14-8
To improve aviation safety, the FAA gathers infor-
mation on mechanical problems and difficulties
discovered by aviation maintenance technicians
working in the field. When encountering a new or
unusual maintenance problem, the technician is
requested to fill out and mail an FAA Form 8010-4
Malfunction or Defect Report detailing the problem.
When the FAA detects a trend forming with a
particular aircraft or appliance, it publishes this
information in AC43-16, General Aviation
Airworthiness Alerts. Alerts are issued monthly to
distribute the information gathered with the goal of
improving service reliability.
For a complete listing of ACs, the FAA publishes an
advisory circular checklist. Periodically, the
Advisory Circular Checklist (AC 00-2) is revised
and reissued to inform you of the current status of
ACs. The checklist also provides you with pricing
and ordering information. Some ACs are free while
others are available at cost. You can order either
type through the Department of Transportation, U.S.
Government Printing Office.
TYPE CERTIFICATE DATA SHEETS
As previously discussed, new airframes,
power-plants, and appliances are issued a type
certificate once they meet FAA approval. The type
certificate number assigned to the product is also
used on the Type Certificate Data Sheet (TCDS),
which lists technical and other information
concerning the product. The type certificate
number, with the date and revision number of the
data sheet, is enclosed in a box located in the
upper right corner of the data sheet.
An aircraft Type Certificate Data Sheet contains the
information necessary for the proper maintenance
and inspection of an aircraft or its associated equip-
ment. Information contained in a TCDS is consid-
ered approved data for use on a 337 Form. Any
deviation from the items listed in the data sheets is
considered a major alteration and must be docu-
mented by a Major Repair or Alteration Form, a
Supplemental Type Certificate (STC), or by compli-
ance with an Airworthiness Directive. [Figure 14-2]
The Type Certificate Data Sheet is the primary
source of information for:
1. The type and model of approved engine(s) for
the model aircraft.
2. The minimum fuel grade for the
approved
engine(s).
Maintenance Publications, Forms, and Records
3. The maximum approved rpm and the horse
power rating of the engine(s).
4. Propellers approved for use, rpm limits, and
operating restrictions, if any.
5. Airspeed limits for the aircraft in knots and
mph.
6. Center of Gravity range, in inches from
the
datum.
7. Empty weight center of gravity range may be
listed, if it has been established by the manu
facturer.
8. Location of the reference datum line.
9. Means to level the aircraft for weighing pur
poses.
10. All maximum weights allowed for various com
partments and locations within the aircraft.
11. Oil and fuel capacity and
fuel tank
moment arms.
12. Control surface movements in degrees.
13. Required equipment necessary for operation of
the aircraft.
14. Any additional equipment found necessary for
certification of the aircraft.
15. Any placards which must be displayed in full
view of the pilot will be listed in Note #2 of the
data sheet.
Type Certificate Data Sheets are used during annual
inspections to ensure that an aircraft conforms to its
type certificate. For example, a TCDS lists an air-
craft's various airspeed limits. These limits must be
marked on the face of the aircraft's airspeed indica-
tor in accordance with FAR Part 23.1545 and the
technician performing the inspection must check
these instrument markings to be sure they agree
with those in the TCDS.
The TCDS also contains information required to
perform a weight and balance check on an aircraft.
For example, the leveling means, location of the
datum, and the center of gravity range are listed in
the data sheets and must be used in weight and bal-
ance calculations.
AIRCRAFT SPECIFICATIONS
Prior to 1958, aircraft were certificated under the
Civil Air Regulations. These regulations specified
that information on certificated aircraft, engines,
and powerplants be listed in aircraft specifications.
The specifications were similar to Type Certificate
Data Sheets with the addition of an equipment list.
Many of the older specifications for one type aircraft
often required up to sixty or seventy pages of infor-
mation in the equipment list. The
necessity of
Maintenance Publications, Forms, and Records 14-9

DEPARTMENT OF TRANSPORTATION A12CE

FEDERAL AVIATION ADMINISTRATION Revision 11
BEECH
60
A60

May 7,1973
TYPE CERTIFICATE DATA SHEET NO. A12CE

This data sheet which is part of type certificate No. A12CE prescribes conditions and limitations under
which the product for which the type certificate was issued meets the airworthiness requirements of the
Federal Aviation Regulations.

Type Certificate Holder Beech Aircraft Corporation

Wichita, Kansas 67201

I - Model 60, 4 or 6 PCLM (Normal Category), Approved February 1, 1968

Model A60,4 or 6 PCLM (Normal Category), Approved
Engines January 30, 1970
Fuel LycommgT10-541~EiA4orT10~541-ElC4(2ofeitheror 1 of each) 100/130 minimum grade
Engine limits aviation gasoline For all operations, 2900 r.p.m. (380 b. hp.)
Propeller and (a) Two (in any combination) Hartzell three-blade
propeller limits propellers
Diameter: 74 in., (Normal) Minimum allowable for repair 73 1/2 in.
(No further reduction permitted)
Pitch settings at 30 in. sta.:
low 14 , high 81.7°
HC-F 3 YR-2/C7479-2R or
HC-F-3 YR-2/C7497B-2R or
HC-F 3 YR-2F/FC 7479B-2R or
HC-F 3 YR-2F/FC7479B-2R
(b) Beech 60-389000-3 governor

(+128.0) to (+139.2) at 5150 lb. or less

Straight line variation between points given
Moment change due to retracting landing gear (+857 in.-lb.)

630

640

600

5600

5200

5000

128 130 132 134 136 138 140

INCHES

Empty wt. C.G. range None

Maximum weight Takeoff and landing 6725 lb.

Ramp weight 6819 lb.

Figure 14-2. A Type Certificate Data Sheet is issued to an aircraft when the FAA approves its design. The TCDS contains important
information for use in aircraft maintenance.
 14-10 Maintenance Publications, Forms, and Records

-2- A12CE

No, of seats 4 (2 at 4-141, 2 at +173) (add 2 at +205)

Maximum baggage 500 1b. at +75 (nose compartment
(structural limit) 655 1b. at +212 (aft area of cabin)
Fuel capacity 142 gal. (+138) comprising two interconnected cells in each wing
or 204 gal. (+139) comprising three cells in each wing and one
eel!
in each nacelle (four cells interconnected)
See NOTE 1 for data on system fuel
Oil capacity 26qt(+88)
(wet sump) Max.
operating limit 30,000 ft. pressure altitude

Control surface Wing flaps

movements Aileron
Aileron tab (L.H. only)
Aileron tab anti-servo
Elevator
Elevator tab (L.H. only)
Elevator tab servo
Rudder
Rudder tab

Serial Nos. eligible Model 60: P~3 thru P-126 (except P~123)
Model A60: P-123, P-127 and up (see NOTE 3)
Datum Located 100 in. forward of front pressure bulkhead
Leveling means Drop plumb line between leveling screws in cabin door frame rear edge
Certification basis Part 23 of the Federal Aviation Regulations effective February 1, 1965
as amended by 1,2,3, and 12; and Special Conditions dated May 16, 1967,
forwarded with FAA letter dated June 1, 1967; approved for flight into
known icing conditions when equipped as specified in the approved airplane
flight manual
Application for Type Certificate dated December 22, 1965.
Type Certificate No. A12CE issued February 1,1968, obtained by the
manufacturer under delegation option procedures.
Production basis Production Certificate No. 8 issued and Delegation Option Manufacturer
No. CE-2 authorized to issue airworthiness certificates under delegation
option provisions of Part 21 of the Federal Aviation Regulations.

Equipment The basic required equipment as prescribed in applicable airworthiness

regulations (see Certification basis) must be installed in the aircraft
for certification. This equipment must include, for ail operations, Airplane Flight Manual
P/N 60-590000-5D dated January 15, 1971, amended
July 1, 1971, or later issue.

In addition:

1. For flights into known icing conditions, these flight manual

supplements and the equipment noted therein:

60-590001 -17 Flight Into Known Icing Conditions.

60-590001 -11 Continuous Pressure Operated Surface Deice System.

60-590001-13Goodrich Electrothermal Propeller Deice System.

2. For all other operations:

Pre-stall warning indicator P/N 151-6, 151-7, or 190-2 (Safe

Flight Corporation).

Figure 14-2. A Type Certificate Data Sheet is issued to an aircraft when the FAA approves its design. The TCDS contains important
information for use in aircraft maintenance, (continued)
Maintenance Publications, Forms, and Records 14-11

-3- A12CE

NOTE I. Current weight and balance data including list of equipment included in certificated empty
weight and loading instructions when necessary must be provided for each aircraft at the
time of original certification.

The certificated empty weight and corresponding center of gravity locations must include
unusable fuel of 241b. at (+135).

NOTE 2. The following placard must be displayed in front of and in clear view of the pilot:

"This airplane must be operated in the normal category in compliance with the operation
limitations stated in the form of placardst markings and manuals."

NOTE 3. Fuselage pressure vessel structural life limit refer to the latest revision of the
Airplane Flight Manual for mandatory retirement time.

NOTE 4. Model 60 (S/N P-3 thru P-126 except P-123) when modified to Beech dwg. 60-5008 and
Model A60 (S/N P~l 23, P-127 and up) eligible for a masximum weight of 67751b.

NOTE 5. A landing weight of 6435 lb. must be observed if 10 PR tires are installed on aircraft
not equipped with 60-810012-15 (LH) or 60-810012-16 (RH) shock struts.

END

Figure 14-2. A Type Certificate Data Sheet is issued to an aircraft when the FAA approves its design. The TCDS contains important
information for use in aircraft maintenance, (continued)
14-12
updating and revising the specifications became
more costly each year. Because of this, the equip-
ment list was removed from the specifications and
Type Certificate Data Sheets were issued for new
aircraft and equipment under the provisions of FAR
Part 23. Newer aircraft are provided with an equip-
ment list which is delivered to the aircraft owner at
time of delivery. Many of the newer aircraft models
have this information included in a section of the
aircraft flight operating handbook.
Aircraft that were originally certified with aircraft
specifications do have the option of changing to
the TCDS. Therefore, when conducting a confor-
mity inspection or weight and balance check on
an older aircraft that was originally certificated
under the CARs, it may be necessary to look in
both the aircraft specifications and the Type
Certificate Data Sheets.
AIRCRAFT LISTINGS
When the total number of any type aircraft, engine,
and propeller still on the aircraft registry falls below
fifty, its specifications and Type Certificate Data
Sheets are no longer published. Instead, their infor-
mation is transferred to an aircraft, engine, or pro-
peller listing as appropriate. Type approvals which
have expired, or for which the manufacturer no
longer holds a production certificate, are also trans-
ferred to the Listing Section.
SUPPLEMENTAL TYPE
CERTIFICATES
The FA A allows a product to deviate from the orig-
inal configuration detailed on the Type Certificate
Data Sheet if it is modified according to data pro-
vided on a Supplemental Type Certificate.
Supplemental Type Certificates (STCs) are issued in
accordance with FAR Part 21, Subpart E, and are a
common method for approving the replacement of
an original engine with another model, modifying
an aircraft for a specific use such as short take off
and landing, or installing equipment not originally
certified on an aircraft.
Any individual or organization may apply for a
Supplemental Type Certificate, and an STC may be
issued to more than one applicant for the same
design change, providing each applicant shows
compliance with the applicable airworthiness
requirement. However, the applicant must show
sufficient proof that the alteration meets applicable
airworthiness requirements. This is
normally
Maintenance Publications, Forms, and Records
accomplished using engineering data and static and
flight testing information. When a Supplemental
Type Certificate is issued, the holder may alter air-
craft to meet the specifications of the certificate,
offer kits for the modification, or offer the plans and
use of the STC as approved data. STCs which have
been issued are published in the Summary of
Supplemental Type Certificates, and listed by air-
craft make and model. [Figure 14-3]
MANUFACTURER'S PUBLICATIONS
Aircraft manufacturers provide various manuals
with their products to assist technicians in inspec-
tion, maintenance, and repair. With few exceptions,
manufacturer's manuals are acceptable data. The
technician must use manufacturer's maintenance
manuals when performing maintenance.
ATA SPECIFICATION 100
At one time, the organization of data in manufac-
turer's publications was left up to the individual
producing the manual. As a result, there was little
uniformity among different publications, and much
time was wasted as technicians had to learn each
manufacturer's particular system. To correct this,
the Air Transport Association of America (ATA)
issued specifications for the organization of
Manufacturers Technical Data. The ATA specifica-
tion calls for the organization of an aircraft's techni-
cal data into individual systems which are num-
bered. Each system also has provisions for subsys-
tem numbering. For example, all of the technical
information on the Fire Protection system has been
designated as Chapter 26 under the ATA 100 speci-
fications, with fire detection equipment further
identified by the sub-chapter number 2610, and fire
extinguishing equipment as 2620. Because of this
specification, maintenance information for all trans-
port aircraft is arranged in the same way. [Figure 14-4]
General aviation aircraft manufacturers are in the
process of standardizing their maintenance infor-
mation and ATA Specification 100 will be used as
the format for this standardization.
MAINTENANCE MANUALS
A manufacturer's maintenance manual is the pri-
mary reference tool for the aviation maintenance
technician working on aircraft. Airframe mainte-
nance manuals generally cover an aircraft and all of
the equipment installed on it when it is in service.
Powerplant maintenance manuals, on the
other
Maintenance Publications, Forms, and Records 14-13

Figure 14-3. Supplemental type certificates are available for aircraft owners who want to install an engine propeller, or appliance that
is not on the original Type Certificate.
14-14
hand, cover areas of the engines that are not dealt
with in the airframe manual.
Maintenance manuals provide information on rou-
tine servicing, system descriptions and functions,
handling procedures, and component removal and
installation. In addition, these manuals contain
basic repair procedures and troubleshooting guides
for common malfunctions. Maintenance informa-
tion presented in these manuals is considered
acceptable data by the FAA, and may be approved
data for the purpose of major repairs and alterations.
OVERHAUL MANUAL
Overhaul manuals contain information on the
repair and rebuilding of components that can be
removed from an aircraft. These manuals contain
multiple illustrations showing how individual
components are assembled as well as list individ-
ual part numbers.
ILLUSTRATED PARTS CATALOG
Parts catalogs show the location and part numbers
of items installed on an aircraft. They contain
detailed exploded views of all areas of an aircraft to
assist the technician in locating parts. Illustrated
parts catalogs are generally not considered accept-
able data for maintenance and repair by the FAA.
Maintenance Publications, Forms, and Records
WIRING MANUALS
The majority of aircraft electrical systems and their
components are illustrated in individual wiring
manuals. Wiring manuals contain schematic dia-
grams to aid in electrical system troubleshooting.
They also list part numbers and locations of electri-
cal system components.
STRUCTURAL REPAIR MANUALS
For repair of serious damage, structural repair man-
uals are used. These manuals contain detailed infor-
mation for repair of an aircraft's primary and sec-
ondary structure. The repairs described in a struc-
tural repair manual are developed by the manufac-
turer's engineering staff, and thus are usually con-
sidered approved data by the FAA.
SERVICE BULLETINS AND NOTES
One way manufacturers communicate with aircraft
owners and operators is through service bulletins and
service notes. Service bulletins are issued to inform
aircraft owners and technicians of possible design
defects, modifications, servicing changes, or other
information that may be useful in maintaining an air-
craft or component. On occasion, service bulletins are
made mandatory and are incorporated into airworthi-
ness directives to correct an unsafe condition.
Maintenance Publications, Forms, and Records 14-15

Figure 14-4. To ensure uniformity in maintenance documentation, ATA codes are assigned t all aircraft systems and subsystems.
For example, all brake systems fall under the ATA 32-40 code.
 FORMS AND RECORDS
MAINTENANCE FORMS
As you recall, safety is the primary goal for all avia-
tion professionals. To achieve this goal, the FAA
requires thorough documentation of all work per-
formed on aircraft. Any time an aircraft is main-
tained or repaired, an entry must be made in a log-
book or on a special form. Therefore you, as an avi-
ation maintenance technician, must become famil-
iar with the forms, certificates, and records that doc-
ument your maintenance activities.
INSPECTION FORMS
FAR Part 43, Appendix D is the authority covering
the scope and detail of items to be inspected during
an annual and 100-hour inspection. However, the
material listed in Appendix D is not in a format eas-
ily adaptable by the technician performing an
inspection. Furthermore, Appendix D is more a
directive than an inspection form, because it is
designed to cover all makes and models of general
aviation aircraft. Therefore, the scope of Appendix
D is very broad and cannot effectively cover all the
specific areas in detail.
As mentioned earlier, FAR Part 43 requires all per-
sons performing an annual or 100-hour inspection to
use a checklist that includes at least those items pre-
sented in Part 43, Appendix D. The checklist you use
may be of your own design or it may be provided by
the aircraft manufacturer. All major aircraft manufac-
turers provide inspection checklists for their aircraft
by type and model number. These forms are readily
available through the manufacturer's representative
and are highly recommended. They meet the mini-
mum requirements of FAR Part 43, Appendix D, and
contain many details covering specific items of equip-
ment installed on a particular aircraft as well as refer-
ences to service bulletins and letters which could oth-
erwise be overlooked. [Figure 14-5]
FAA FORM 337, MAJOR
REPAIR AND ALTERATION
All major repairs and alterations to aircraft,
power-plants, or appliances require strict
compliance with
FAA directives and the manufacturer's recommen-
dations. In order to maintain control of the type of
repairs performed and the structural integrity of an
aircraft and its components, the FAA requires that a
record of all major repairs and alterations be
reported on FAA Form 337. Once completed, one
copy of the 337 form should be given to the aircraft
owner and a second copy should be sent to the local
Flight Standards District Office within 48 hours
after the aircraft is approved for return to service.
The front of a 337 form contains space for complete
identification of the aircraft, powerplant, or appli-
ance, as well as the information concerning the air-
craft owner or operator, the person making the
repairs, and the person approving the aircraft for
return to service. The form should be filled out in a
manner similar to the following recommendations.
1. AIRCRAFT: In this section you must fill in the
name of the aircraft manufacturer:
(Piper
Aircraft Co., Cessna Aircraft Co., Beechcraft),
the aircraft's model designation, (Cherokee 140,
Cessna 150, 172), the aircraft's serial number as
it appears on the aircraft data plate, and the N-
number appearing on the Owner's
Aircraft
Registration Certificate.
2. OWNER: In this section the aircraft
owner's
name and address must be inserted. This infor
mation is typically obtained from the aircraft
registration certificate.
3. FOR FAA USE ONLY: Do not write in this
space.
4. UNIT IDENTIFICATION: If a repair or alteration
was performed on an airworthy aircraft,
no
entry is necessary. If the powerplant, propeller
or appliance is a serviceable item, not installed
on an aircraft at the present time, the identify
ing information must be entered in block #4,
and the form filed with the component until
such time as the item is installed on an airwor
thy aircraft. At the time of installation on an air
craft, blocks 1 and 2 can be filled in and the
form processed at that time.
Maintenance Publications, Forms, and Records U-17

Figure 14-5. When performing an inspection, you must use a checklist that follows the requirements of FAR Part 43, Appendix D.
14-18
TYPE: Mark the proper column to identify the
type of repair, i.e., a major repair or a major
alteration.
CONFORMITY STATEMENT: Within item
number 6 you should enter your name and
address where it asks for the agency name and
address. Under the kind of agency, enter a
check mark in the proper block followed by
your A&P license number under the box asking
for the certificate number. Once the repair or
alteration is complete read the statement in
section D, and if the information is true and
correct, date the form and sign your name in
the space provided.
If you are employed by a certified repair sta-
tion (CRS) the conformity statement would be
filled out differently. For example, in the box
asking for the agency's name and address you
would insert the repair station's name and
address, followed by the applicable box being
checked and the station's certificate number.
The signature of the person performing the
work would not change.
APPROVAL FOR RETURN TO SERVICE:
This section of the FAA Form 337 is filled in
by a person authorized by FAR Part 65 to
return an aircraft to service after a major
repair or alteration.
DESCRIPTION OF THE WORK PERFORMED:
The reverse side of the FAA Form 337 contains
space for the technician to completely describe
the maintenance or alteration performed. When
doing this, reference should be made to manu-
facturer's drawings, aircraft station numbers,
approved data for the type of repairs performed
and all information necessary to ensure that the
aircraft has been returned to its original condi-
tion, or has been altered in accordance with
approved engineering data.
When filling out this section, use as many sheets
or pages as necessary to completely describe the
Maintenance Publications, Forms, and Records
nature and extent of maintenance performed. Do
not show weight and balance calculations on the
FAA Form 337. Weight and balance information
should be entered in the aircraft weight and bal-
ance data, not on the repair form. Do not leave
any blank spaces where someone else may enter
additional information on the form. Line out all
unused portions of the form.
If you have any reservations as to the technical data
pertaining to the repair, you should contact the local
FAA office prior to commencing the repairs. In
many instances, field approval of the repair may be
obtained, based on recommendations in AC
43.13-1B, or the maintenance manual supplied by
the aircraft, powerplant, or appliance
manufacturer. In many instances, these publications
are acceptable to the Administrator, but are not
officially approved data. By contacting the local
FAA office in advance, the proposed repair
procedures can be approved prior to beginning the
repairs. [Figure 14-6]
FAA FORM 8010-4, MALFUNCTION OR
DEFECT REPORT
Information concerning malfunctions and mainte-
nance problems encountered on all types of aircraft
in daily operations is processed through the
Aviation Standards National Field Office in
Oklahoma City. This information is published in AC
43-16, "General Aviation Airworthiness Alerts,"
and disseminated throughout the country. This
information makes a significant contribution to the
continued safety of aircraft operations and mainte-
nance by notifying operators of trends and mainte-
nance problems before they become serious.
The source of this information is the A&P techni-
cian performing the daily maintenance and inspec-
tion of aircraft. A simple postage-paid postcard form
Maintenance Publications, Forms, and Records 14-19

Figure 14-6. An FAA Form 337 is used to document major repairs and alterations to airframes, powerplants, propellers, and appliances.
 14-20 Maintenance Publications, Forms, and Records

is provided by the FAA for technicians to enter the
basic information as to the type of malfunction or
defective component as well as the type and model
of aircraft. The form is then forwarded to the
National Field Office through the local FAA office.
Submission of these forms is voluntary, but they are
very important to the continued safe operation of
general aviation aircraft. If the information is seri-
ous enough, an Airworthiness Directive (AD) could
be issued as a result of the information submitted.
[Figure 14-7]
verify it meets the requirements of FAR Part 21.
This certificate may also be referred to as an FAA
Form 8100-2. Airworthiness Certificates are issued
without an expiration date and, therefore, remain
valid as long as all maintenance and airworthiness
directives are complied with, and the aircraft is
properly registered in the United States. The air-
worthiness certificate must be displayed in the air-
craft so that it is legible to passengers and
crewmembers. [Figure 14-8]

Figure 14-7. Aviation maintenance technicians perform a valuable service by using FAA Form 8010-4 Malfunction or Defect Reports.
This voluntary program gathers information on general aviation maintenance problems.

Aircraft licensed in the experimental, restricted,

AIRCRAFT FORMS and agricultural categories may be issued a special
To be considered airworthy, specific documents airworthiness certificate called an FAA Form
must be carried on board an aircraft. While it is the 8130-7. These special airworthiness certificates are
aircraft operator's responsibility to verify that these effective only for the time period listed on the
items are present on the aircraft before each flight, it certificate.
is considered good practice for maintenance techni-
cians to check for their presence during an annual
or 100-hour inspection. These documents can be
remembered by the acronym ARROW, which stands
for:
A Airworthiness certificate. R
Registration certificate.
R Radio station license (required only for
operations outside the U.S.). O Operating
instructions. W Weight and balance
information.

AIRWORTHINESS CERTIFICATE
The FAA issues an airworthiness certificate to an
aircraft after it is manufactured and inspected to Figure 14-8. A Standard Airworthiness Certificate is issued to
an aircraft and must remain on the aircraft during operation.
Maintenance Publications, Forms, and Records
REGISTRATION CERTIFICATE
A Certificate of Aircraft Registration, AC Form
8050-3, is issued by the FA A to an aircraft owner
when an aircraft is purchased. This registration
remains valid as long as the ownership remains the
same. Furthermore, the certificate of registration
must be present in the aircraft whenever the aircraft
is operated. [Figure 14-9]
RADIO STATION LICENSE
The Federal Communications Commission requires
all radio transmitters installed in aircraft to be reg-
istered and licensed if flight operations are con-
ducted outside the United States. This radio station
license must be kept with the aircraft anytime a
radio transmitter is installed and operated during
international flights.
OPERATING INSTRUCTIONS
The operating limitations and instructions for a par-
ticular aircraft are located in an FAA-Approved
Airplane Flight Manual or Pilot's Operating
Handbook. The flight manual must be on board the
aircraft during flight. However, aircraft built prior to
March 1, 1979, were certified without an approved
flight manual and must have the operating limita-
tions visible on placards, instrument markings, or
approved flight material.
WEIGHT AND BALANCE DATA
Since no two aircraft weigh the same, weight and
balance data must be kept with every aircraft. This
data must contain an equipment list that identifies
the weight and moment of each accessory added to
an aircraft. As discussed in Chapter 6, any modifi-
cation or change to an aircraft or its installed equip-
Figure 14-9. A Certificate of Aircraft Registration is issued to
an aircraft owner when the aircraft is purchased.
14-21
ment requires a new set of weight and balance fig-
ures to be calculated.
MAINTENANCE RECORDS
hi the past, the historical record of aircraft and engine
operating hours, maintenance actions performed, and
inspections accomplished on an aircraft and its
pow-erplants were entered in the aircraft and
powerplant logbooks in chronological order. These
logbooks typically consisted of bound volumes of
simple forms. Entries were made by maintenance
personnel and by the pilot/owner of the aircraft.
These records were, in many cases, intermixed
making record research time consuming and tedious.
The present requirements for aircraft records are
defined in FAR Part 91.417 and clearly state that the
aircraft owner is primarily responsible for maintain-
ing an aircraft's required maintenance records.
However, as an aircraft technician you are required
to document any maintenance you perform.
Therefore, aircraft records are more of a shared
responsibility. Maintenance records are divided
into two categories: permanent records, which
must be kept with the aircraft as long as it is in ser-
vice, and temporary records, which can be dis-
posed of after a specified period of time.
PERMANENT RECORDS
Permanent records, as defined by FAR Part 91, are
those records which must be retained by the aircraft
owner until the aircraft is destroyed or permanently
removed from service. If the aircraft is sold, the per-
manent records must be transferred with the air-
craft. The six types of records in this category are:
1. The total time in service of the airframe, each
engine, and each propeller.
2. The current status of life-limited parts of each
airframe, engine, propeller, and appliance.
3. The time since the last overhaul of all items on
the aircraft which are required to be overhauled
at a specified time interval.
4. The current inspection status of the aircraft and
the time since last inspection.
5. The current status of applicable Airworthiness
Directives (ADs), including the method of com
pliance, the AD number and revision date, and
the time and date when the next action
is
required, if any.
6. Copies of any FAA Form 337 for each major
repair or alteration to the airframe and the cur
rently installed powerplants, rotors, propellers,
and appliances.
U-22
These permanent records are maintained in several
different ways, depending on the size and complex-
ity of the aircraft. For example, for small single
engine aircraft used by private individuals or for
flight training purposes, simple bound paper log-
books meet the record keeping requirements of FAR
Part 91. A separate logbook for the airframe, the
engine(s), and the propeller(s) must be maintained
in order to comply with the regulations.
The aircraft operating time in service require-
ments are tracked through the use of a recording
tachometer or electrically operated hour meter
(Hobbs meter) and the current operating time
should be periodically entered in the aircraft log-
books. By doing this, the inspection status of the
aircraft, as well as the time accumulated since the
the last inspection, are easily computed by refer-
ence to the time recorded at the last inspection.
The current status of life-limited parts installed
on the airframe, engine(s), propeller(s), rotor, and
appliances are entered in the appropriate logbook,
with the date and hours in service at the time of
installation. In the event there is previous operat-
ing time on a component or appliance you are
installing, the time should be noted and the
replacement times corrected as necessary.
The current status of applicable airworthiness
directives and the other required data may be
entered on a separate AD record and attached to the
aircraft logbooks. A separate AD record should be
maintained for the airframe, engines, propellers,
and appliances. Recurring ADs, and the necessary
actions required, should be clearly marked and
recorded in the applicable logbooks.
TEMPORARY RECORDS
Temporary records are those records which may
be disposed of after the work is repeated or super-
seded by other work or for one year after the work
is completed. There are two categories of tempo-
rary records.
1. Records of maintenance to an airframe, engine,
propeller, rotor, or appliance. This refers to
maintenance actions of a routine nature, such as
repacking wheel bearings and other minor
maintenance actions which are periodically
repeated and are not major repairs or major
alterations.
Maintenance Publications, Forms, and Records
2. Records of the 100-hour, annual, or progressive
inspections. Since these inspections are
repeated at prescribed intervals, the old inspec-
tion records may be disposed of when the latest
entry is entered in the aircraft records.
The option to dispose of temporary records may not
be an easy task for the small general aviation aircraft
owner. Since the record keeping requirements for
these aircraft are easily met by data entries in bound
paper logbooks, removal of these entries would
probably destroy the logbook or at least produce
records that appear incomplete. For this reason, it is
suggested that the temporary maintenance records
for small aircraft be retained and not removed from
the aircraft logbooks. However, for an executive or
corporate aircraft operator, the aircraft maintenance
records are typically maintained by a record keep-
ing staff. Furthermore, the aircraft logbooks often
consist of loose leaf binders making removal and
disposal of aircraft maintenance records easy.
MAINTENANCE RECORD ENTRIES
FAR 43.9 requires that certain information be
entered into an aircraft's maintenance records after
a repair or alteration is performed and the aircraft is
returned to service. Upon completion of the work,
the person releasing the aircraft to service must
make a logbook entry containing at least the follow-
ing information.
1. A description of work performed, or reference
to acceptable data.
2. The date the work was completed.
3. The name of the person performing the work.
4. If the work performed on the item was per
formed satisfactorily, the signature, certificate
number, and kind of certificate held by the per
son approving the work. The signature consti
tutes the approval for return to service only for
the work performed.
For example, if you make a repair to a dent in tubu-
lar steel joined at a cluster by welding a reinforcing
plate over the dented area, your logbook entry
should describe the work done as well as the date
used to make the repair. [Figure 14-10]
If an inspection is performed, FAR 43.11 specifies
that the person releasing the aircraft to service must
make a logbook entry containing:
Maintenance Publications, Forms, and Records

14^23
Figure 14-10. A maintenance logbook entry should briefly describe the work performed and reference an approved maintenance
manual source. In this example, AC 43-13.1 A states that a dent a tubuBar steeS cBuster is repaired by welding a specially formed
steel plate over the dented area and surrounding tubes.

The inspection type and a brief description of discrepancies and unairworthy items dated
o f its extent. (date) has been provided for the aircraft owner or
The date of the inspection and the aircraft operator." [Figure 14-11]
total time in service.
The signature, certificate number, and type of
certificate held by the person approving or dis-
approving the item for return to service. Except
for progressive inspections, an airworthy
aircraft release must contain a statement similar
to "I certify that this aircraft has been inspected
in accordance with (insert type) inspection
and was determined to be in airworthy
condition."

If the aircraft is not approved for return to service

because of needed maintenance, noncompliance
with applicable specifications, airworthiness
directives or other approved data, the statement "I
Figure 14-11. Aviation maintenance technicians must docu-
certify that this aircraft has been inspected in ment all inspection, maintenance, and repair actions in an
accordance with (insert type) inspection and a list appropriate format such as a logbook.