CHAPTER 2

DOCUMENTATION FOR MAINTENANCE

Introduction
The documentation for maintenance is required by the FAA.
Advisory Circular AC 120-16E, Air Carrier Maintenance Programs,
refers to the air carrier maintenance manual system, maintenance
record/documentation keeping system, and various other
requirements. It has been said that the paper documentation required
for the maintenance of a modern jet airliner weighs about as much as
the aircraft itself! Whether this is true or not, there is a considerable
amount of documentation required to understand, identify, and
implement the maintenance requirements. In recent years, computers
have replaced paper, but the reduction is less than it seems, since the
requirements for data and reporting remain the same.
The aircraft documentation system can be defined as ―cradle to
grave.‖ When the aircraft is built, the documentation starts, and
throughout its service life the documentation is gathered in the form
of maintenance performed log pages, Engineering Order (EOs),
Airworthiness Directive (ADs), Service Bulletins (SBs), Fleet
Campaign Directives (FCDs), records of any minor or major repairs,
and phase checks. When an aircraft is sold, decommissioned, and
retired, all the paperwork must follow the aircraft.
The main focus of this chapter is to understand documentation
that identifies an aircraft, its systems, and the necessary work to repair
and maintain them. Some of the documents will be customized for the
operator by the aircraft manufacture vendor to the manufacturer,
while others will be generic. Most of these documents have standard
revision cycles, and changes are distributed on a regular basis by the
airframe manufacturer.
Controlled documents are used in operation and /or maintenance
of the aircraft in accordance with the FAA regulations. These types of
documents have limited distribution within the airline and require
regular revision with a list of revisions and active and rescinded page
numbers. The operator is required to use only up-to-date documents.
The written information is provided by the airframe manufacturer and
the manufacturer of the systems and equipment installed on the
aircraft. The documents provided by the regulatory authority and the
documentation written by the airline itself detail the individual
maintenance processes.

These are the types of documentation:

1. Manufacturer’s documentation
2. Regulatory documentation
3. Airline-generated documentation
4. ATA document standard

 Manufacturer’s Documentation
Table indicates the documents provided to an operator by the
airframe manufacturer for the maintenance of the aircraft. The form
and content of the documents sometimes varies from one
manufacturer to another. The table identifies, basically, the type of
information the airframe manufacturer makes available to its
customers. Some of the documents can be customized for the airline
or operator to only include configuration and equipment. These are
called customized documents by the manufacturer and are noted at the
bottom of Table.

Title Abbreviation
 Airplane maintenance manual  AMM
 Component location manual  CLM
 Component maintenance manual  CMM
 Vendor manuals  VM
 Fault isolation manual  FIM
 Illustrated parts catalog  IPC
 Storage and recovery document  SRD
 Structural repair manual  SRM
 Maintenance planning data document  MPD
 Schematic diagram manual  SDM
 Wiring diagram manual  WDM
 Master minimum equipment list  MMEL
 Dispatch deviation guide  DDG
 Configuration deviation list  CDL
 Task cards  TC
 Service bulletins  SBs
 Service letters  SLs

Other maintenance documents that normally accompany aircraft

manufacturer documents are the vendor documents. These documents
contain engine manufacturer, flight crew seats, passenger seats,
aircraft galley manuals, and other suppliers’ component repair
manuals.
Airplane maintenance manual
The airplane maintenance manual (AMM) is a formal document
containing all the basic information on the operation and maintenance
of the aircraft and its on-board equipment. It starts with an
explanation of how each system and subsystem works (detailing
description and operation) and describes such basic maintenance and
serving actions as removal and installation of LRUs and various tests
performed on the system and equipment, such as functional test,
operational check, adjustments, the replenishing of various fluids, and
other servicing tasks. The AMM normally excludes any type of repair
which may include structures or fiberglass panelling. The AMM uses
the ATA coding system. Upon completion of a discrepancy or
maintenance task, a technician signs off the log book or no routine
work card (NRWC) using the AMM reference associated with the
ATA chapter and subchapter system. (See ATA coding later in the
section on the ATA document standard).
Component and vendor manuals
Any component built by the airframe manufacturer will be
accompanied by a component maintenance manual (CMM) written by
the manufacturer. Normally, the aircraft manufacturers make the
aircraft, while other systems, such as engines, landing gears, flight
crew seats, and passenger seats, are purchased from outside vendors,
but when the aircraft manufacturer sells the aircraft, the other
vendors’ CMMs accompany these items, in case parts need to be
repaired or replaced. The CMM shows the breakdown of all
components that make a complete part. The components installed on
the aircraft are chosen by the airlines and are installed during or after
the aircraft is completed.
For example, in the flight crew seat, if the vertical adjusting
cable is broken the technician refers to the CMM for the cable part
number and removes and replaces it. The maintenance task is
accomplished, restoring a component and bringing it back to a
serviceable state. CMM are commonly used in a shop situation, since
airlines normally remove and replace complete part assemblies to
save time. The CMM is part of the technical data normally approved
by the FAA.
Fault isolation manual (FIM)
The FIM contains a set of fault isolation trees provided by the
aircraft manufacturer to help troubleshoot, isolate the section where
the fault occurred, and identify and pinpoint problems related to
various systems and components on the aircraft. The aircraft faults
system normally shows the fault occurrence at the flight deck on the
engine-indicating and crew-alerting system (EICAS) message screen.
The EICAS shows faults in a yellow/amber colour, which alerts the
flight crew that a fault has occurred.
The FIM is a block diagram that provides a reference to AMM
tasks and subtasks. At the end of each task, it will ask, ―Is the fault
removed?‖ The AMT must follow the subsequent arrows indicating
Yes or No to further troubleshoot. If no further maintenance is
required, the discrepancy has been resolved and no further action
needs to be taken. The flow diagram is designed to locate many but
not all problems within the various systems.
Figure is an example of an FIM:
Component location manual (CLM)
The CLM provides the location of all the major equipment items
of the aircraft. Normally, AMTs know how to locate a component
when replacing it, but the CLM is a great tool for finding the part
number of the component and its location as well. The CLM works
with four different sections within the manufacturer’s manual system:
(1) ATA coding system
(2) Fin number system
(3) Illustrated parts catalog (IPC) system
(4) Item location figures.
The ATA system is used to find or locate the item with the ATA
chapters. The fin number works with the illustrated parts catalog
(IPC) system with item location in an alphanumeric system. This is a
great tool for helping avionics technicians to find relays and other
hidden items; just type in the fin number and part name, and the
number and manual reference is displayed. The ATA zone is the zone
system designated by the manufacturer as per ATA chapters. The
fourth item is the location figure, where each zone of the aircraft is
highlighted upon selection. This presents an overview of the entire
zone, including the components’ pictures and part numbers with their
respective locations.
Illustrated parts catalog (IPC)
The IPC is produced by the airframe manufacturer and includes
list and location diagrams of all parts used on the aircraft. This
includes all parts for all systems and is usually not customized to the
airline’s configuration. However, when the aircraft is customized it
will show parts by figure, part number, and item number with aircraft
applicability. Every aircraft is given a serial number, along with an
aircraft registration number, which is used in the IPC for affectivity
reason when searching for a part by using the ATA chapters. The IPC
shows assemblies, subassemblies, alternate part numbers, and part
inter changeability along with any modifications if performed on parts
by the service bulletin, the IPC will show these parts as pre- or post-
modification.
Storage and recovery document (SRD)
The SRD contains information needed to address maintenance
and servicing of aircraft that are to be out of service and stored for
long periods of time. This includes the procedures for draining certain
fluids, moving the aircraft so that tires will not go flat, and protecting
components from the weather. In the older model aircraft, this
document was produced separately by the airframe manufacturer. For
more recently manufactured aircraft, this information is included in
the applicable AMM.
Structural repair manual (SRM)
The SRM is an airframe-specific manual that provides the
aircraft operator with information regarding aircraft skin and other
specific tolerances and procedures in the event of minor structural
damage. The SRM gives the acceptable dimensions and limits of
damage to the aircraft structure so the operator knows when the
damage should be fixed.
For example, when an aircraft incurs damage such as a dent,
usually the dent is measured in by its depth and in relation to its
surrounding area to make sure there is no damage to the ribs area and
to check for any evidence of a crack. The operator then looks into the
SRM for the area where the dent is located on the aircraft to see if it
will be a minor or a major repair. The SRM provides the damage
tolerance which will determine if the aircraft can fly with a minor
dent that can be repaired later. The SRM will also indicate the number
of hours the aircraft can fly with the dent.
 There are some damages beyond SRM limits, and the
maintenance department will have to contact engineering in order for
specific repair schemes to be issued. If the damages are beyond SRM
limits, the airline engineering department is in contact with the
aircraft manufacturer’s engineers. The repair is usually done by using
an engineering order (EO) that will guide the aircraft maintenance
department and inspection department on how to repair and sign off,
bringing the aircraft back to an airworthy condition.
Maintenance planning data document (MPD)
This document (called the on aircraft maintenance program by
McDonnell Douglas) provides the airline operator with a list of
maintenance and servicing tasks to be performed on the aircraft. It
contains all items of the MRB report along with other information.
Some of these tasks are identified as certification maintenance
requirements (CMRs) and are required by the FAA in order to
maintain certification of the aircraft. All other tasks, which were
developed by the MSG process are included along with other tasks
recommended by the manufacturer. The tasks are divided into various
groupings for older aircraft models—daily, transit, letter checks,
hourly limits, and cycle limits—and are used for planning purposes by
the airline. Later models do not group the tasks by letter checks, only
by hours, cycles, and calendar time.
Schematic diagram manual (SDM)
The SDM contains schematic diagrams of electrical, electronic,
and hydraulic systems on the aircraft, as well as logic diagrams for
applicable systems. The diagrams in the AMM and other manuals are
usually simplified diagrams to aid in describing the system and assist
in troubleshooting. The schematic manual, however, contains the
detailed information and identifies wiring harnesses, connectors, and
interfacing equipment.
Wiring diagram manual (WDM)
The WDM is an essential tool for troubleshooting. The WDM
provides information on the wiring runs for all systems and
components containing such elements. Due to the complexity of the
modern aircraft and its electrical system, such control devices as
gauges and sensors provide and relay information to the flight deck in
a complicated network of wiring runs like a network system. The
WDM shows the wire routing from the aircraft’s nose to tail and from
other sections to different connectors, on-board sensors, and control
devices. Normally wires that are routed in bundles from the airframe
side of the aircraft are also shown in the WDM.
The wiring harness is a type of wiring bundle as well, but when
referring to the wiring harness, we usually are referring to the power
side of the aircraft. The wiring harness normally is connected to a fire
wall, which is a connection point from the engine wire harness to the
aircraft airframe system. When removing the aircraft engine, the
wiring harness (bundle) stays with the aircraft engine, and only the
cannon plugs are disconnected from the fire wall. (Cannon plugs are
the ends of the wire bundles or harnesses where all the wires are
connected by pins that provide electric current to the system when
initiated). Wire harnesses are easy to repair and troubleshoot since
they do not exceed more than a few feet in length, versus the aircraft
airframe side of the wires, which can be hundreds of feet in length,
depending on their routing. (Wiring harness concepts are also used for
automobile radios and other equipment, which makes for easy
installation and troubleshooting.)
Aircraft wires are normally made from standard copper, and in
some cases they are coated with different alloys to prevent corrosion.
Due to the large amount of current required for carrying longer
distances, aluminium wire is frequently used. Normally it is insulated
by a fiberglass braid.
 Aircraft wire is measured in the American Wire Gauge (AWG)
system, which has been in use since the late 1850s. In the AWG
system, the largest number represents the smallest wire. The
following is an example of the AWG system found in the WDM:
*** K15B-25 ***
K → Alphabet letter—System in which a wire is being used
15 → Two-digit number—Individual wire number
B → Alphabet letter—Wire segment/section of wire power source
25 → Two-digit number—Wire size (AWG size)
Unfortunately, there is no set standard for wire identification by
the aircraft manufacturers, but there are markings on aircraft wire
every 15 inches or less that indicate a wire’s location and type of
circuit, which can be found in the WDM.
Master minimum equipment list (MMEL)
The MMEL is issued by the airframe manufacturer and
developed by the manufacturer’s flight engineering group. Prior to
issuing the MMEL, the aircraft manufacturer submits a proposed
master minimum equipment list (PMMEL) to the type certificate
office of the aircraft manufacturing country (in the United States,
FAA Flight Operation Evaluation Board). Once it is approved by the
authority it becomes an MMEL.
The MMEL is used to identify the equipment that may be
degraded or inoperative at the dispatch time of the aircraft. These are
the systems that the flight crew, under certain circumstances, may
agree to accept at dispatch in degraded or inoperative condition,
provided the system is fixed within the prescribed time limit set by
the MMEL. The MMEL contains information on all equipment
available on the aircraft model to which it applies. It is the airline’s
responsibility to develop its own manual tailored to its specific
equipment. This document, called the MEL, is discussed later in the
airline-generated documentation.
Dispatch deviation guide (DDG)
Some of the MMEL items that are inoperative or degraded at
dispatch require maintenance action prior to the deferral and dispatch.
This may be the need to pull and placard certain circuit breakers,
disconnect power, tie up loose cables for removed equipment, and
various other actions to secure the aircraft and the system against
inadvertent operation. The instructions necessary for these actions are
provided in the DDG. This guide is written by the manufacturer’s
AMM staff and is coordinated with the MMEL.
Configuration deviation list (CDL)
The CDL is similar to the DDG but involves configuration of
the aircraft rather than the aircraft’s system and equipment. The CDL
identifies any external part of an aircraft’s panels, gear doors, flap
hinge fairings, cargo doors, and all door indication and warning
systems. These items could have been inoperative, cracked, broken, or
missing. Normally, these items are discovered during the line checks
or at pre- or post-flight checks of the day. The CDL items do not
affect the airworthiness and safety of the aircraft, and scheduled flight
operation can be resumed. Some CDLs, when applied or issued, may
have icing conditions or flight speed restrictions (e.g., gear door, flap
hinge fairing, etc.).
The CDL system normally has category C placement, where it
needs to be fixed in 10 flight days, excluding the day of discovery.
This cycle of repair is customized by the aircraft operator.
Nonessential equipment and furnishing (NEF) items
The NEF contains the most commonly deferred items, such as
panelling (flight deck, cabin), cup holders, missing paint off panel in
flight deck or cabin area— cosmetic items which could be broken,
cracked, chipped, or missing. NEF items are located throughout the
aircraft and do not affect the safety or airworthiness of the aircraft.
The NEF uses a deferral program customized from the MMEL
as a basis for air carriers to develop their air carrier-specific items.
NEF items do have a transitioning period or a repair interval, which
means that they must be fixed at the first available opportunity,
depending on parts availability, or no later than what is described in
the NEF manual, which normally does not exceed the next A check.
FAA policy letter 116 (PL -116) gives a brief description of
what became global changes (GC-138) authorized by the
establishment of an NEF program.
Task cards (TC)
Certain tasks in the AMM for removal/installation, testing,
servicing, and similar maintenance items are extracted from the AMM
and produced on separate cards or sheets so that the mechanic can
perform the action without carrying the entire maintenance manual to
the aircraft. (The Boeing 767 manual is about 20,000 pages.) These
task cards can be used ―as is‖ or they can be modified by the operator
for reasons discussed in the section Airline-Generated
Documentation. Whenever the airframe manufacturer or the engine
manufacturer has modifications or suggestions for improving
maintenance and/or servicing, they issue appropriate paperwork to the
affected airlines. A service bulletin (SB) is usually a modification of a
system that will provide improved safety or operation of a system and
includes a detailed description of the work and parts required. An SB
is usually optional and the airline makes the choice, except in certain
cases involving an FAA airworthiness directive (AD) discussed below
in Regulatory Documentation. A service letter (SL) usually provides
information to improve maintenance actions without equipment
modification. The maintenance tip is a suggestion for maintenance
personnel to assist in their work or improve conditions.

 Regulatory Documentation
The FAA issues numerous documents related to maintenance of
aircraft a systems. Table lists the more significant of these documents.

Federal aviation regulations (FARs)

In the United States, Federal laws are collected into a document
known as the code of federal regulations or CFRs. Those laws related
to commercial aviation are under title 14 of this code, aeronautics and
space, parts 1 through 200. The regulations relating to certification
and operation of large, commercial aircraft part 121—would be noted
as 14 CFR 121. We usually refer to this as FA part 121. In this book
we will use the FAR terminology and form since it is s common in the
industry. These FARs address all aspects of the aviation field
including private, commercial, and experimental aircraft; airports;
navigational aids; air traffic control; training of pilots, controllers,
mechanics, etc.; and other related activities.
Advisory circulars (ACs)
An advisory circular is a document issued by the FAA to
provide assistance t operators on meeting the requirements of various
FARs. These ACs are no binding as law but are merely suggestions as
to how to comply with other requirements. An AC often states that it
is ―a means, but not the only means‖ o complying with a regulation.
The FAA allows some leeway in how its regulations are met in order
to achieve the desired results without trying to micromanage the
operator.
Airworthiness directives (ADs)
The airworthiness directives are substantial regulations issued
by the FAA to correct an unsafe condition that exists in a product
(aircraft, aircraft engine, propeller, or appliance) and a condition that
is likely to exist or develop in other, similar products.1 An AD, whose
incorporation is mandatory, may be issued initially by the FAA when
an unsafe condition is noted or it may result from FAA action after
the airframe manufacturer has issued a service bulletin (SB) relative
to some noted problem. Incorporation of an SB is optional but, if it is
made into an AD by the FAA, incorporation becomes a mandatory
requirement.
Aircraft owners or operators are required to maintain the aircraft in
compliance with all ADs.2 Typically, an AD will include
(a) A description of the unsafe condition;
(b) The product to which the AD applies;
(c) The corrective action required;
(d) Date of compliance;
(e) Where to get additional information; and
 (f) Information on alternative methods of compliance if
applicable.
Notice of proposed rulemaking (NPRM)
The NPRM is an FAA process that indicates the intent to change
or amend an existing Federal Aviation Regulation (FAR). This
provides an advance notice and invites public comment on proposed
rules, which includes holding public hearings or specific activities,
rendering a decision, and issuing a new rule, directive, or requirement
in the form of an FAR.

 Airline-Generated Documentation
Table lists the documentation that the airline will generate in
order to carry out its maintenance activities. Again, these documents
may vary in name and actual content from one operator to another,
but the information identified here must be addressed by airline
documentation.

Operations specifications
The operations specifications (Ops Specs) document has been
discussed in an FAA requirement for airline certification. It is written
by the airline in accordance with strict FAA requirements and usually
with the help of an FAA representative. The Ops Specs is required for
each aircraft type flown by the airline. It is a parent document, which
refers to numerous other documents to avoid duplication and details
the airline’s maintenance, inspection, and operations programs.
Technical policies and procedures manual (TPPM)
The TPPM3 is the primary document for the airline’s M&E
operation and, with other documents supplied by the airframe
manufacturer, serves as the FAA requirement for a maintenance
manual per AC 120-16E. It is usually written by engineering, to
ensure technical accuracy, from inputs supplied by management of
the various M&E organizations. It should define exactly how all
M&E functions and activities will be carried out. The TPPM is a
detailed document and may be several volumes. Personnel in all units
of M&E must be trained on the TPPM, especially those parts that
relate directly to that unit’s operation, so that the operation will go
smoothly.
Inspection manual (IM)
The IM may be a separate document distributed primarily to QC
personnel, or it can be a chapter in the TPPM (usual approach).4
Contents of the IM relate to all inspection activities within M&E:
(a) Mechanic inspection tasks from the MPD/OAMP or the
MRB report;
(b) QC inspector’s tasks;
(c) Special inspections (hard landings, bird strikes, etc.);
(d) The airline’s required inspection item (RII) program;
(e) The paperwork, forms, and reports required to carry out
these functions.
Some IMs may indicate details on the calibration of tools and
test equipment, since these are QC functions, or these may be in a
separate chapter of the TPPM.
Quality assurance (QA) manual
The QA manual could be a special manual for QA auditors only,
it could be part of the inspection manual, or it could be a separate
chapter in the TPPM as desired. The QA manual defines the duties
and responsibilities of the QA organization and defines the processes
and procedures used in the annual quality assurance audits conducted
on the M&E units, suppliers, and outside contractors. Forms used and
reports are also covered along with the procedures for follow-up and
enforcement of QA write-ups.
Reliability program manual
An airline’s reliability program, under FAA rules, must be
approved by the regulatory authority, so it is usually published as a
separate document. This document defines the reliability program in
detail so that the FAA can evaluate and approve all its elements at one
time.
Minimum equipment list (MEL)
The MMEL provided by the aircraft airframe manufacturer
includes all equipment and aircraft configuration information
available for the model to which it applies. The airlines pick and
choose from the MMEL system the type of MEL they would rather
have due to specifications, weight variants, options installed, software
and hardware upgrades, retrofit status, engines, and airframe
configuration, which later in the airline’s version becomes an MEL.
The MEL cannot be less restrictive than the MMEL.
Aircraft are designed with highly reliable equipment and
systems with redundancies, but a failure can occur at any time, and
the object of an MEL is to reconcile an acceptance level of safety
while operating profitably and with inoperative equipment.
 The MEL book is part of the aircraft library and includes the
configuration deviation list (CDL) and nonessential equipment and
furnishing list (NEF). The MEL book is a mandatory item for any
airline’s dispatch. The MEL system is designed as an alleviating
document, and its sole purpose is to discourage the operation of any
aircraft with inoperative equipment. It is almost never desirable for
any airline to dispatch aircraft with any inoperative equipment. There
are some MELs that when issued require a big penalty in passenger
and cargo carrying capacity. In some such cases, the airline often
decides it is better to keep the aircraft on the ground and fix the
aircraft discrepancy rather than to fly the aircraft with such penalties.
The pilot in command has the authority to refuse to fly an aircraft
with an MEL such as pressurization, air-conditioning, and antiskid
system malfunctions. An aircraft can also be grounded by the flight
crew and dispatch if the MEL has been opened and closed repeatedly
and is open at the time of refusal. The MEL repair interval and
category is a time in which the aircraft is operated until it is fixed
prior to MEL expiration, or an aircraft is grounded on the last day of
MEL. One note to remember: the day the MEL is issued is not
counted. For example, if the MEL is opened on January 15 and the
repair is category B, the time interval, which is 3 days, will begin on
January 16, and it will expire on January 18 at midnight.
MEL categories may vary from operator to operator. There are
four MEL categories:

 Category A MEL is normally 1 to 2 days, unless specified

for such MEL where it could be a 1-day flight MEL,
depending on the restrictions.
 Category B MEL is normally issued for 3 consecutive
calendar days.
 Category C MELs shall be repaired within 10 days.
  Category D MEL items must be replaced in 120 calendar
days. This is a part that is normally considered for
replacement.
Task cards
The task cards produced by the airframe manufacturer are
usually for one action only. These procedures may call for the
mechanic to open panels, set certain circuit breakers ―in‖ or ―out,‖
turn other equipment ―on‖ or ―off,‖ etc., prior to the work and to
reverse these processes at the completion. Much of the work done at
an airline during an aircraft check, however, involves the combination
of several tasks to be performed by the same mechanic or crew within
the same area or on the same equipment. To avoid unnecessary
duplication of certain actions, and the unnecessary opening and
closing of the same panels, etc., most airlines write their own task
cards to spell out exactly what to do, using the manufacturer’s cards
as a guide. This eliminates the duplicated or wasted efforts. Some
airlines find it sufficient, or perhaps more expedient, to provide
mechanics with all the manufacturer’s task cards for a given work
project and allow him or her to avoid the duplications during the work
activity. Often there will be an airline task card attached to this
package of cards with special instructions for working the group of
cards. Whichever approach is used, the engineering section is
responsible for creating these cards to ensure technical accuracy.

 Engineering orders (EO)

Any maintenance work not covered in the standard maintenance
plan developed by engineering from the MRB report or Ops Specs
data must be made official by the issuance of an EO. This is official
paper work, issued by engineering and approved by QA, and is
usually implemented through the production planning and control
(PP&C) organization. In some airlines, the document may be called
simply a work order.

 ATA Document Standards

Line maintenance people for most airlines, especially those
doing contract maintenance for other carriers, will have the
opportunity to work on a wide variety of aircraft during the course of
their shift or work week. Since aircraft manufacturers are
independent, they each (in the past) had their own way of doing
things. This meant that their maintenance manuals were as different as
their aircraft (or perhaps more so). To reduce confusion on the line,
the ATA stepped in and standardized the overall format of the
maintenance manuals so that all manufacturers’ documents would be
more compatible. ATA codes are designed to help understand
different systems or system types on aircraft and their subsystems and
are assigned a chapter number. Table shows the chapter assignment as
per ATA standard. The example will be the aircraft landing gear,
which consists of landing gear, tires, brakes, antiskid system, etc.
When aircraft maintenance technicians perform any type of
maintenance, such as replacing a tire, they will need to sign off the
maintenance discrepancy as ―remove and replace #1 tire,‖ not the
entire landing gear. The sign-off will consist of ATA code 32 (landing
gear system) subsystem 40 (wheel and tire assembly) and 00 at the
end of the sign-off along with TAT and aircraft cycles. This will help
records personnel understand which tire has been replaced at what
time and know the aircraft’s times and cycles. This also can help the
continuous analysis and surveillance system (CASS) and the
reliability department keep track of any premature failure and
warranty work.
 These ATA coding systems are uniform for all models and types
of aircraft, and all aircraft manufacturers use the same coding system.
If there are any aircraft systems that require maintenance, such as the
navigation system, an A&P technician or avionics technician will
know that they can find such information in ATA of the aircraft
maintenance manual.
The ATA codes are further broken down into three sets of two-
digit numbers followed by a three-digit number. This identifies the
chapter, subject, section, and page block, respectively. Figure 5-2
shows the structure of the number. The first two digits (ATA Chapter)
are the same for all manufacturers and are used throughout the
maintenance manual system. The second (section) and third (subject)
groups may vary from one manufacturer to another and from one
model aircraft to another of the same manufacturer because of
differences in the structure of the systems to which they apply.
The last group of digits (page block) is the same for all
maintenance manuals. The page blocks refer to specific types of
information contained in the airplane maintenance manual. For
example, pages 001–099 are reserved for the description and
operation of the chapter’s systems. Pages 301–399 contain
removal/installation procedures for the various components within the
system.
The advantage of this system is quite apparent to a line
maintenance mechanic who works on a Boeing 757, then a Douglas
MD-80, an Airbus A320, and then a Lockheed L-1011 in the course
of a single day.
Description and operation (pages 001–099)
The description and operation (D&O) page block tells what the
system does, identifies the various operational modes, and describes
in detail how the system and its essential components work.
Mechanics and technicians often consider this part of the manual too
detailed for their needs on the line and in the hangar, but the
information provided here is necessary for serious troubleshooting.
Maintenance personnel need to understand the theory of operation and
the operating modes of the system in order to effectively determine
what is wrong with a deviant system. The engineering staff needs this
data in order to identify changes or improvements in the maintenance
program as well as to assist maintenance in solving the more difficult
problems.
Fault isolation (pages 101–199)
This page block includes fault trees used to perform fault
isolation for various problems occurring in a system. Contrary to
popular belief, these fault trees will not find all the problems which
might develop within a given system throughout its lifetime. These
procedures were written to find specific faults based on flight deck
effects, such as lights, messages, warnings, etc., that are available to
the flight crew during the flight. These troubleshooting procedures
were not necessarily written to find every fault that could ever exist in
a given system. Many procedures have been modified over the years,
due to faults occurring in the field that were not conceived of when
the manual was originally produced. But for complex equipment it is
often quite difficult to write a step-by-step procedure or fault tree to
find every possible fault the system could experience. If that were
possible, the resulting fault tree would be too long and the procedure
too complicated to be useful. (That is why we have included an
appendix on troubleshooting techniques in this book.)
Maintenance practices (pages 201–299)
The maintenance practices block is used whenever two or more
actions must take place to complete the maintenance activity. Usually
a 200 page block procedure will be an R/I procedure followed by a
BITE test, a functional test, or an adjustment procedure or even
servicing instructions. If the auxiliary procedure is simple, it is
included in the 200 page block along with the main procedure for
convenience. If it is too long or too complex to repeat, the main
procedure will reference the appropriate auxiliary procedure by
chapter, section, subject, and page block.
Servicing (pages 301–399)
The 300 page block includes all servicing tasks: fill and
replacement of oil, hydraulic fluid, water, and fuel; lubrication
actions; and the handling of waste, etc. These procedures include
step-by-step instructions as well as a list of required materials and
their specifications where applicable.
Removal/installation (pages 401–499)
Removal/installation (R/I) procedures are written to provide
detailed, step by step instructions on how to remove a line replaceable
unit (LRU) and replace it with another like item. With simple
installations, such instructions are not necessary to a mechanic or
technician who is worth the title. But other equipment requires a
specific sequence of steps to prepare for removal and then to remove
the components. In many instances, certain conditions must be met
prior to removal, such as pulling circuit breakers, disconnecting
power, hydraulics, etc. These conditions are addressed in the
procedure. The installation requires an equally meticulous series of
steps. In some cases, additional procedures, such as ground tests, must
be performed after installation. These are identified and referenced in
the R/I procedure but are covered in the other page blocks.
Adjustment/test (pages 501–599)
The 500 page block contains procedures for making adjustments
to the systems whenever a component or system has just been
replaced (by an R/I) or during normal maintenance (scheduled or
unscheduled) when such adjustments are required. This page block
also contains the operational test procedures used to check out a
system without test equipment. This is a relatively simple check to
verify proper operation using only what is available in the aircraft.
The 500 page block also contains the functional test procedures which
are used for more detailed system checkout. These tests usually
require additional test equipment and/or tools and may involve the
measurement of certain parameters of the system.
Inspection/check (pages 601–699)
The 600 page block covers the zonal inspection activities. Each
identified zone of the aircraft is inspected for various discrepancies.
Cleaning/painting (pages 701–799)
The 700 page block contains procedures for washing, cleaning,
and painting the aircraft. It includes specifications for materials to be
used.
Approved repairs (pages 801–899)
The 800 page block identifies repairs to structure and aircraft
skin that have been approved by the FAA for operator
accomplishment.